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iiluatrent  la  mdthode. 


1  2  3 


1 

2 

3 

4 

S 

6 

Narrow  Gauge  Railways 


IN  AMERICA: 


EMBRACING 


k  SKETCH  OF  THE  RISE,  PROGRESS  AND  SUCCESS 

OF  THE  NKVV  SYSTEM,   AND 

VALUABLE   STATISTICS   AS   TO   GRADES,   CURVES,  WEIGHT 
rv    RAIL,    LOCOMOTIVES,    CARS,    ETC. 

ALSO,  A 

DIII^ECTORY  OF  f^ARROW  G/UGE  R/JLWAYS 

/AT  NORTH  AMERICA. 


HY 


HOWARD     FLEMING, 


ILLUSTRATED, 


LANCASTER,    PA. 
INQUIRER    PRINTING    AND   PUBMSHING   COMPANY 

1875- 


Hi 


t 


Entered  according  to  act  of  Congress  in  the  year  1875, 

By  HOWARD  FLEMING, 
In  the  Office  of  the  Librarian  of  Cor.gress  at  \Vashi"gton. 


i 


INTRODUCTORY. 


t 


1 


Every  new  innovation  has  its  advocates  and  adversaries,  and 
tlie  narrow  ^auge  railway  has  not  been  exempt  in  this  particu- 
lar. Notwithstanding  that  the  opposition  was  intense  to  the 
narrow  gauge  railway  of  forty  years  ago,  it  has  now  become 
the  broad  gauge  or  standard  of  to-day,  and  has  assumed  in  its 
turn  an  antagonistic  attitude  to  the  narrow  gauge  railway  of 
the  present  time.  A  fiercer  contest  has  been  waged  during 
the  last  decade  over  the  question  of  gauge,  protracted  and 
bloodless  though  it  has  been,  than  many  a  sanguinary  struggle. 
The  wordy  warfare  has  been  carried  on  through  pamphlets 
and  the  columns  of  the  ncw.'^papcrs,  until  if  gathered  together 
they  would  almost  assume  the  proportions  of  the  writings  of 
Swedenborcf.  Althousjh  so  much  has  been  written  about  the 
narrow  gauge  railway,  no  book  has  been  issued  to  show  what 
has  been  accomplished  and  what  is  still  being  carried  on. 

The  object  of  the  compiler  in  submitting  this  brochure  to 
the  public  and  railroad  fraternity,  is  to  give  results  and  facts 
as  far  as  practicable,  as  the  majority  of  either  party  have  little 
or  no  conception  of  the  progress  made  by  this  new  system 
that  has  so  recently  been  placed  in  practice. 

In  preparing  this  work  the  author  has  indulged  in  no  high 
conclusions  or  false  deductions,  neither  does  he  argue  that  the 
present  standard  gauge  railroads  should  be  converted  into 
narrow  ones,  except  in  seme  instances;  but  he  docs  insist  that 
it  is  more  profitable  to  construct  a  narrow  gauge  well,  than 
build  a  broad  gauge  badly,  and  that  it  is  better  to  have  a  railway 
that  can  cany  with  equal  facility  to  a  market  either  live 
stock,  agricultural  produce,  mineral  product  or  general  freight, 
and  that  can  be  built  for  a  moderate  cost,  than  to  be  without  any 


means  of  ti-ans[)()rtation,  or  be   waitin^,^   until   a   hioad   ^au^rc 
railway  will  be  able  to  be  .sup[)ni-te(l. 

It  is  to  be  regretted  tliat  so  many  of  the  railways  do  not 
furnish  an  exhibit  of  their  gross  earnings  and  operating  expenses, 
and  also  refrain  from  publishing  a  financial  statement,  as  it  is 
believed  that  their  [jublication  does  more  real  good  for  a  rail- 
way company  than  resolute  silence.  It  is  to  be  hoped,  there- 
fore, that  when  a  revision  of  this  work  takes  place,  i"<to  which 
doubtless  unavoidable  errors  have  crept,  narrow  gauge  rail- 
ways will  transmit  this  most  requisite  inR)rmation. 

The  compiler  acknowledges  his  indebtedness  for  much 
valuajjle  data  received  from  the  officers  "of  the  several 
Narrow  Gauge  Railway  Companies  enumerated  in  this  work  ; 
also,  from  the  following  Locomotive  and  Rolling  Stock  Con- 
struction Companies:  The  lialdwin  Locomotive  Works  of 
Thiladelphia,  Messrs.  Porter,  Bell  &  Co.  of  Pittsburg,  Messrs. 
Jackson  &  Sharp,  of  Wilmington,  Del.,  and  Messrs.  Billmeyer 
&  Smalls,  of  York,  Pa.  H.  F. 

FhiladdpJiia,  yanuary,  1875, 

216  Smith  Foiuih  Street. 


'^^ 


I 


NARROW  GAUGE  RAILWAYS. 


THEIR  ORIGIN  AND  GROWTH— THE  FESTINIOG  LINE 

—ARGUMENTS  IN    THEIR    FAVOR— PROGRESS 

IN  THE  UNITED  STATES. 


"^ff^ 


During  the  early  history  of  railways  in  England,  a  great 
controversy  arose  among  engineers  as  to  the  best  gauge  to  be 
adopted.  Two  eminent  engineers,  the  greatest  of  the  time, 
Brunei  and  Stephenson,  took  opposite  sides,  and  divided  the 
profession  into  two  hostile  factions,  who  carried  on  with  much 
energy  and  some  acerbity  of  feeling  what  was  called  "  the  war 
of  the  gauges."  The  Brunels  advocated  the  Broad  Gauge,  and 
the  Stephensons  became  the  champions  of  the  Narrow.  The 
former  gave  to  the  Great  Western  line  the  seven  foot  gauge  : 
the  latter  to  the  Liverpool  and  Manchester,  and  numerous 
other  lines,  the  four  feet  eight  and  a-half  inch,  or  narrow  gauge 

of  the  period. 

This  controversy  lasted  twenty  years,  and  everj-  argument 
that  skill  and  ingenuity  could  invent  was  brought  into  requisi- 
tion. Volumes  were  written  to  prove  what  after  all  had  to  be 
determined  by  experience.  Like  most  controversies,  this  one 
at  last  came  to  an  end  under  the  accumulated  evidence  of 
years,  leaving  the  narrow  gauge  the  victor — the  victory  hav- 
ing been  made  decisive  by  the  conversion  of  Brunei's  Great 
Western  Broad  Gauge  Railway  to  the  present  "  standard  "  of 
four  feet  eight  and  a-half  inches  throughout  the  entire  line 
during  1874  ;  and  in  America  and  Canada,  where  a  broad  gauge 
of  six  feet  and  five  feet  six  inches  had  been  adopted  in  some 
instances,  such  as  the  Ohio  &  Mississippi,  and  the  Grand 
Trunk,  the  track  has  been  narrowed  to  four  feet  eight  and 


a  lialf  inches  at  ^^reat  expense — experience  havinij  proven  that 
the  original  ^^'lll^'e  was  too  wide  for  the  traffic,  and  that  to  use 
tlic  words  of  a  celebrated  ent,Mneer,  the  niacliincry  and  rolhn^f 
stock  had  been  built  to  haul  and  transport  a  <;allon  when  they 
did  not  have  more  than  a  (juart  to  carry.  That  a  six  feet 
<^au<4e  is  too  wide,  is  ilenionstrated  by  the  report  of  Captain 
Tyler  on  the  haie  Railwa)',  in  wiiich  lie  recommends  it  to  be 
narrowed,  even  though  the  estimated  cost  of  effectin_<^  it 
amounts  to  $8,500,000.  Further,  a  practical  firancier  has 
stated  that,  "  you  could  not  raise  a  dollar  in  the  United  States 
to-day,  to  build  a  road  of  wider  ^au^e  than  four  feet  ei<j;ht  and 
a-half  inches." 

Stephenson's  gau<.jc  was  the  result  of  accident  or  unex- 
plained cause,  as  when  the  parts  of  tlie  first  locomotive  were 
l)ut  toLjether,  it  was  found  to  fit  a  gau<^e  of  four  feet  eight  and 
a-half  inches,  instead  of  four  feet  nine  inches,  as  was  intended, 
and  which  was  then  the  distance  between  the  wheels  of  ordi- 
nary vehicles  in  England.  With  few  exceptions,  this  gauge 
has  been  adhered  to  ever  since.  No  one  asked  the  cjuestion  until 
a  few  years  ago — Why  was  the  present  standard  gauge  chosen, 
and  why  will  not  a  narrower  one  answer  all  purposes  ?  Man  is 
an  imitative  creature,  and  England,  the  birthplace  of  the  rail- 
way, inhabited  principally  by  a  race  of  conservative  men,  has 
now  in  consecpience  a  railway  system  of  16,082  miles  built  on 
the  four  feet  eight  and  a-half  inch  gauge.  Although  only  268 
miles,  according  to  the  English  Board  of  Trade  returns,  were 
constructed  during  1873,  yet  Capt.  Tyler,  in  his  report,  considers 
that  the  mil  way  system  is  far  from  complete,  and  tliat  many 
hundred  m.'es  will  have  to  be  built  to  give  the  benefit  of  rail- 
way communication  to  outlying  districts.  The  aggregate  length 
of  railway's  authorized  by  Parliament  during  the  yeais  187c, 
1 87 1,  1872  and  1873,  and  not  yet  constructed,  alone  amounts 
to  more  than  1800  miles.  The  question  that  naturally  suggests 
itself  is,  why  were  not  these  railways  built  ?  The  answer  is, 
because  the  lines  of  route  arc  not  able  to  sui)j)ort  a  gauge 
costing  on  the  average  $175,000  per  mile,  and  because  capital- 
ists arc  aware  of  the  fact  that  one-seventh  of  the  amount  in- 
vested in  English  railroad  shares  pays  no  dividend. 


^ 


T 


This  knowlcd^a"  should  cause  the  construction  of  the  above 
rcfiuircd  milca^^cof  the  narrow  ^niu^^c  of  to-day,  which,  as  will  be 
hereafter  shown.is  built  and  equipped  for  a  much  more  moder- 
ate fij^aire.  It  would  be  absurd  to  advance,  still  more  to  sustain 
an  argument  for  the  conversion  of  the  present  English  system 
to  a  narrower  gau<^e ;  and  yet  in  the  lis^dit  of  evidence,  we  cannot 
deny  that  a  vast  economy  would  have  been  made,  had  two- 
thirds  of  its  present  mileage  been  constructed  either  of  the 
Canadian  gauge  of  three  feet  six  inches,  the  South  American 
metre  gauge  of  three  feet  three  inches,  or  the  United  States 
standard  narrow  gauge  of  three  feet ;  it  being  fully  able  and 
more  than  sufficient  to  meet  all  the  demands  of  traffic  noio, 
and  how  much  more  when  first  constructed,  and  when  the 
business  had  not  attained  its  present  proportions  ! 

The    world-famed  and    initial    narrow  gauge    railway,   the 
Festiniog.  in  North  Wales,  was  originally  constructed  in  1832. 
as   a  horse  tramway,  to  carry   shite  fro  1  the  cjuarries  to  a 
shipping  point  at  Portmadoc.  it  was  made  nominally  of  a  two 
feet  gauge,  the  exact  gauge  being  half  an  inch  less  than  that.  This 
state  of  affairs  continued  until  1S63,  when  on  the  recommenda- 
tion of  Mr.  C.  K.  Spooner,  the  engineer  of  the  line,  locomotive 
power  was  adopted.     The  twc  locomotives  built  for  the  line  by 
Messrs.  G.  iMigland  &  Co.,  in  1863.  are  four-wheeled  engines, 
the    wheels    being    two   feet    in  diameter  and  coupled.     The 
wheel  base    is  five  feet  and  the  cylinders  which  are  outside 
are     eight    inches    in    diameter,    with    twelve    inch    stroke. 
The  weight  of  these  engines,  in  working  order,  is  eight  tons. 
Subsequently  Messrs.  Englan'i    built  five  other  engines   of  a 
similar  class,  two  of  them,  however,  being  heavier,  and  weigh- 
ing ten  tons  in  working  order.     The  year    1869  was  marked 
by  the    introduction  of  the  Fairlie  engine  on  the  Festiniog 
Railway,  and  the  results  which  have  since  been  obtained,  show 
that  Mr.  Spooner  exercised  sound  judgment  in  recommending 
the    adoption    of  this    system.     The    Fairlie   engine,  "  Little 
Wonder,"  was  built  by  Mr.  Fairlie  at  the   Hatcham  Works, 
and  is  mounted  on  two  steam  bogies,  each  bogie  having   four 
coupled  whet^ls  two  feet  four  inches  in  diameter.     The  wheel 
base   of  each  bogie  is  five  feet,  and  the  total  wheel  base  of 


m 


8 

the  cnf,nnc  nineteen  feet,  while  the  ^vcight  in  working'  order  is 
nineteen  and  a  half  tons.  Ivich  ho^rje  has  a  pair  of  cylinders 
8i'''.v  inch  in  fh"ar.ieter,  witli  thirteen  inch  stroke.  In  ordi- 
nary work  this  en^n'ne  will  take  up  a  train,  the  total  pross 
weight,  inclusive  of  en{,M'nc,  beinj,'  i-7jj  tons,  of  which  about 
twenty-one  tons  will  be  passtnj^rers  and  froods  carried.  On 
the  down  journey  when  the  slate  trucks  arc  loaded' and 
the  goods  wagons  einpty.  the  total  weight  of  enjjine  and 
train  is  about  i^6}<  tons,  of  which  230  tons  are  paying  load. 

Im})erial  princes  and  Royal  Comiiiissions  from  Russia, 
France,  Italy,  Spain,  Norway  and  Germany,  tf>gether  with 
engineers  from  the  United  .States,  Brazil,  "and  the  uttermost 
parts  of  the  earth,"  have  wended  their  way  to  the  Welsh  hills 
to  behold  and  investigate  and  criticise  Jiis  minature  iron  road. 
The  novelty  was  so  enduring  at  first  that  scarcely  a  week 
elapsed  without  self  appointed  inquisitors  presenting  them- 
selves before  the  chief  engineer  and  manager  of  the  line,  Mr. 
Spooner,  until  at  last  he  began  to  wonder  v/hethcr  he  acted 
in  that  capacity  or  as  a  showman. 

It  may  not  be  inopportune  here  to  present  the  following  ab- 
stract from  the  report  for  1873  of  the  Festlniog  Railway,  ac- 
cording to  the  returns  of  the  British  Boaul  of  Trade: 

Length  of  road,  single  track,  23;^  inch  gauge,  14  miles. 
Capital  cost. 

I'aid  up  common  stock  (4%  dividend  in   1873) $430,930 

I'referred  slock  (5^  di\idend  in  1873) 175,000 

Loans  (bearing  5  </c  interest) 60,000 

Total  cost  ($47,g66  per  mile) ;«665,930 

Besides  dividends  and  interest  charges,  the  company  paid 
in  1 873,  $6,760  for  "  way  leave,"  and  Jg  1,35  5  for  rent  of  lands,  and 
adding  this  to  the  interest  and  dividends  we  have  $37,102, 
which  is  -jV  per  cent,  of  the  cost  of  the  road. 

The  number  of  passengers  carried  and  receipts  therefrom 
were :  s 

RECKIFI'S. 

51,950 


Nt^MBKK. 

First  Class. ... ,. 4,495 

Second  Class. ,    3i5t>2 

Third  C!as= 120,577 


V 


I 


I 


1,220 
17,790 


-8,634 


5-0,060 


TV 


I 


9 

The  tons  of  freight  carriec*.  were  : 

TONS.  RKCF.irrS. 

Minerals 24,8.50  fSo.SfK) 

(k'nernl  Meichamlise iM45  '7.5<o<» 

143,675  5<)8/)6o 

Freight  nnd  Passen(.;cr  Earnings *'  n;,<)20 

From  other  sources 2  (;l 5 

Total  r.nrniiigs S  122,535 

Wori:ing  Expenses  (59  63  per  cent) 73*^7° 

^'et  Receipts 549.4^''! 

.*  ,  cnthiisiasni  provoked  by  the  Festiniog  Railway,  and 
the  various  papers  issued  by  Robert  F.  Fairlie,esp"ci;.;iy  those 
rend  before  the  British  Association  in  1870  and  1 871,  on  "The 
Gauge  for  the  Railways  of  the  Future,"  and  "Railway 
Gauges,"  has  not  been  without  eff'-i, 

On  the  Continent  of  Eur.  p-,  narrow  gauge  railways  are 
in  succes.^ful  operation  in  Belgium,  France,  Italy.  Switzerland, 
Austria,  Russia,  Norway  and  Germany. 

In  India  there  are  some  500  miles  of  the  metre  gauge  being 
worked,  and  a  considerable  amount  under  construction.  The 
last  act,  however;  of  the  Secretary  of  State  for  India,  reflects 
litUc  ci-edit  upon  him  as  a  statesman,  in  that  he  has  reversed 
the  wise  policy  initiatf.d  by  the  late  larnented  P^arl  of  Mayo,  in 
respect  to  the  question  of  the  gauge  of  the  lines  to  be  here- 
after constructed  in  India.  We  cannot  but  think  that  this 
decision  will  be  reconsidered,  in  view  of  the  report  of  the  Gov- 
ernment Director  before  us. 

The  total  investment  in  Indian  Railways  is  about  ;{^ioo,ooo,- 
000  ($500,000,000),  the  interest  being  guaranteed  by  the  Brit- 
ish Government  on  the  5,872  miles  of  railroad  completed, 
which  have  cost  on  an  average  about  $82,500  per  mile. 

The  net  earnings  in  1873  were  less  than  ^^"3,200,000  ($16, 
000,000),  without  this  guarantee,  therefore,  the  investment- 
would  be  very  unsati -factory — indeed  it  wouM  never  Itave 
been  made  ;  and  yet  where  the  traffic  grows  very  slowly,  a 
rrauge  of  five  feet  six  inches,  with  its  attendant  heavy  expenses, 
is  persisted  in  to  the  detriment  of  the  l^ritisli  Government, 
financially. 


10 


Were  the  Iiulian  Railroad  system  constriictctl  on  the  metre 
<rau<u:  it  is  allouother  i)robable  that  it  would  have  been  mueh 
more  ])rofitable. 

In  Australia  and  New  Zealantl,  the  narrow  gau-^^e  is  repre- 
sented by  such  lines  as  the  (hieensland  Railway,  and  the 
Dunedin  and  I'ort  Chalmers  Railway,  and  others. 

In  South  America,  the  ArL;entine  Confederation,  the  Repub- 
lics on  the  River  Plata,  the  l^razils  and  Peru,  narrow  gauge 
railways  are  in  operation,  under  construction  or  projected.  In 
Mexico  a  short  line  is  in  very  successful  operation. 

Of  the  system  of  narrow  gauge  railways  in  Canada,  New 
Brunswick  and  British  possessions,  in  North  America,  we 
shall  speak  more  at  length,  further  on. 

It  has  been  reserved  to  the  United  States  to  carry  out  most 
full)-  this  new  departure,  which  originated,  over  forty  years  ago, 
at  a  secluded  spot  in  North  Wales.  The  object  of  the  author 
i.s  to  give  now  the  history  of  the  rise,  progress  and  success  of 
the  narrow  gauge  railway  in  America.  No  such  record  has 
yet  been  published.  B}'  issuing  it,  it  is  hoped  to  cement  the 
relations  of  narrow  gauge  railways  the  one  to  the  other,  ..id 
to  exhibit,  in  a  connected  form,  the  work  done  in  the  field  and 
that  is  being  still  carried  on.  Poor's  Manual  of  U.  S.  Rail- 
roads does  not  speak,  in  its  preface,  of  the  narrow  gauge  rail- 
ways or  the  new  system  that  is  being  introduced,  and  which  is 
rapidly  gaining  grand  i)roportions.  Vernon's  Railroad  Man- 
ual likewise  is  silent,  in  its  editorial  and  prefatory  remarks  on 
the  railroads  of  the  United  States  and  Dominion  of  Canada,  in 
this  particular;  so  that  it  behooves  us,  as  advocates  and  suc- 
cessful demonstrators,  to  give  to  the  world  the  results  obtained 
since  the  first  narrow  gauge  passenger  railway  ran  its  first 
train  in  America. 

Before  enumerating  and  giving  a  short  sketch,  as  far  as  prac- 
ticable, of  the  narrt)\v  gauge  railways,  a  resume  of  the  argu- 
ments urged  in  their  favor  may  not  be  out  of  place : 

/'•/■sf.  The  cost  ol  constructing  a  railway  is  nearly  as  the 
width  of  its  gauge;  in  very  rough  countries  the  narrow  .t^auge 
will  be  greatly  less  than  the  proportion  to  its  width,  whilst  in 
Hat,  level  ground  the  proportion  will  be  more  ;  but  taking  the 


II 


] 


average  (excluding   rolling  slock,  fencing,  stations  and  tele- 
graphs) the  cost  will  be  found  to  vary  as  the  gauge. 

Sfcoiid.  Iwery  inch  added  to  the  width  of"  a  gauge,  beyond 
what  is  absolutely  necessary  for  the  traffic,  adds  to  the  cost  of 
construction,  increases  the  proportion  of  dead  weight,  increases 
the  cost  of  working,  and  in  consequence,  increases  the  tariffs 
to  that  extent,  and  by  that  much  reduces  the  useful  effect  of 

the  railway. 

r/iird.  The  dead  weight  of  trains,  conveying  either  passen- 
gers or  goods,  is  in  direct  proportion  to  the  gauge  on  which 
tliey  run;  or  in  other  words,  the  proportion  of  non-paying  to 
paying  weight  (as  far  as  this  is  independent  of  management)  is 
increased  exactly  as  the  rails  are  farther  apart;  because  a  ton 
of  materials  disposed  upon  a  narrow  gauge  is  stronger,  as  re- 
gards its  carrying  power,  than  the  same  weight  when  spread 
out  over  a  wider  basis.  In  proof  of  this  we  need  only  cite  the 
case  of  the  Festiniog  Railway.  The  wagons  used  uijon  it,  for 
carrying  timber,  weigh  only  I2c\vt..  and  they  frequently  carry 
a  load  of  over  3ji  tons  at  a  speed  of  twelve  miles  an  hour. 
In  other  words,  these  wagons  carry  as  much  as  six  times  their 
own  weight,  whilst  the  best  wagons  on  the  ordinary  English 
gauge  do  not  carry  as  much  as  twice  their  own  weight. 
"^  On  the  Denver  and  Rio  Grande  the  freight  cars  weigh  less 
than  three  tons,  and  carry  a  paying  load  of  eight  tons,  being 
nearly  three  times  their  own  weight,  whilst  on  American 
standard  roads  it  is  generally  one  to  one. 

Fourth.  A  saving,  in  first  cost  of  construction,  equal  to  33 
per  cent.,  is  effected,  owing  to  the  ilexibility  of  the* gauge,  in 
allowing  the  ro:id  to  be  built  so  as  to  follow  very  closely  the 
natural  contour  of  the  country,  and  to  the  reducdon  in  gradu- 
ation, britlging  and  superstructure.  As  a  comparison  of  cost, 
we  may  take  the  Denver  extension  of  the  Kansas  Pacific  Rail- 
way, built  under  the  same  engineering  supervision  as  the 
Denver  and  Rio  Grande ;  the  character  of  work  on  the  two 
roads  being  much  the  .same,  though  that  of  the  D.  &  R.  (i.  is 
somewhat  the  heaviest.  The  Kansas  Pacific  uses  a  rail  weigh- 
ing fifty-six  pounds  per  yard  ;  the  Denver  and  Rio  Cirande 
using  rail   weighing  thirty  pounds  per  yard.     Kansas  Pacific 


12 

cost,  per  mile,  with  equipment,  $23,500.      Denver   and   Rio 
Grande  cost,  per  mile,  with  equipment,  5^13,500. 

Messrs.  F.  E.  Canda  &  Co.,  railroad  contractors  of  very 
wide  experience,  lately  favored  an  inquirer  with  the  following 
estimates  of  the  probable  cost  of  a  narrow  gauge  road  over  a 
prairie  country  like  that  around  Chicago.  This  estimate  has 
a  basis  of  positive  knowledge  acquired  in  building  the  Cairo 
&  St.  Louis  narrow  gauge  railway  : 

COST  PER  MILE — THREE  EEET  GAUGE. 

Grading $2,200 

Iron  (30  lbs.  to  tlic  yard) 4,080 

Fish  plates,  fastenings,  etc 435 

Cross  tits  (2,640) 800 

liridjiing  and  Culverts 400 

Track-laying  and  surfacing 400 

Engineering 250 

Right  of  Way 300 

Station  Houses,  Water  Stations,  etc 375 

Sundries 280 


$9,520 
ROIXING   STOCK. 
For    a    road   loo  miles  in  length,  doing  a  coal  traffic    as  well    as    general 
freight  and  passenger  business,  the  following  would  be  a  fair  equipment : 


12  Freight  locomotives $8,000 

4  Passenger  locomotives 7,000 

300  Coal  cars 450 

70  Flat  cars 420 


100  Box  cars  .....    c2o 

10  Passenger  cars 3033 

3   Passenger  cars,  sec jnd-class 1,500 

3  Baggage  cars 1,400 


$96,000 

28,000 

135,000 

29,400 

52,000 

30,000 

4.500 

4,200 

$379,100 
^i"  l>3»79i  per  mile. 

If  a  forty  pound  rail  were  used,  the  cost  would  be  about 
$[200  per  mile  more  than  the  above  estimate,  but  where  the 
grades  are  not  steep,  or  the  traffic  especially  heavy,  a  thirty 
pound  rail  is  deemed  quite  sufficient. 

Comparing  these  figures  with  a  standard  gauge  road  running 
out  of  Chicago,  say  tlie  Chicago,  Burlington  ^K--  O^iincy,  the 
first  cost  of  which  we  believe  was  about  $20,000  per  mile, 
(owing  to  the  accounts  being  destroyed  by  the  great  fire  of 


! 


I 


i- 
t 


^3 

October  9,  1 871,  the  actual  sum  cannot  be  stated,)  a  saving  is 
effected  through  the  adoption  of  the  narrow  gauge  of  about 

$7,000  per  mile. 

About  these  proportions  may  be  expected  to  hold  good  in 
any  cot  ^.try  not  mountainous.  In  rough  country  it  reaches 
50  per  cent.,  and  in  mountainous  regions  it  amounts  often  to 
a  difference  between  entire  practicability  and  impossibility,  as 
between  the  two  gauges. 

Mr.  T.  E.  Sickles,  writing  of  the  section  of  the  Colorado 
Central  Railway  that  passes  through  Clear  Creek  Canon,  says  : 
"  On  this  ly/z  miles  the  creek  falls  1,700  feet.  The  cost  of 
grading  a  road  bed  through  the  cailon  for  a  four  feet  eight  and 
one-half  inch  track,  was  estimated  to  be  $90,000  per  mile.  The 
actual  cost  qf  grading  a  road  bed  for  a  three  feet  track,  has  not 
exceeded  $20,000  per  mile." 

"  This  large  difference  resulting  from  the  fact  that  the  loca- 
tions of  the  two  lines  occupy  different  ground.  On  the  broad 
gauge  location  the  mmimum  radius  of  curvature  adopted  was 
955  feet,  and  on  the  narrow  gauge  it  is  220  feet.  The  canon 
is  so  tortuous  that  the  broad  gauge  location  would  have 
required  in  construction  numerous  tunnels  and  bridges  across 
the  stream,  with  high  embankments,  and  deep,  open  rock  cut- 
tings. The  adoption  ,  of  the  narrow  gauge  admitted  of  an 
alignment  conforming  approximately  to  the  windings  of  the 
canon,  enabling  a  graded  road  bed  to  be  obtained  for  less  than 
one  quarter  of  the  estimated  cost  of  a  broad  gauge  road  bed, 
with  the  additional  advantage  that  increase  of  distance  secured 
more  favorable  grades." 

Further,  the  equipment  is  adapted  to  the  gauge  and  the  re- 
quirements of  traffic.  Lighter  locomotives  and  rolling  stock 
being  made  use  of,  entails  consequently  a  lighter  rail. 

fifth. — Traffic  Capacity.  The  evidence  furnished  by  ."^everal 
commissions,  establishes  beyond  question  that  the  four  feet 
eight  and  a-half  inch  gauge  possesses  a  capacity  far  greater 
than  is  needed. 

The  Massachusetts  Railroad  Commissioners,  in  their  fifth 
annual  report,  state  that  "  the  average  number  of  passengers 
to  each  train  during  the  last  year  was  71,  and  the  average  num- 


.11 


14 

bcroftons  of  freight  was  64"  Taking  each  "•.';"-»"; 
,,i,,ting  of  four  passenger  cars,  we  have  an  average  of  .  8  to  ea  h 
car,  when  they  are  constructed  to  carry  56.  h.ach  car  we.gh- 
i,,,;  say,  35,000  pounds,  an  unproductive  we.ght  capacty  of 
early  000  poinds  is  transported  for  each  passenger  ;  and, 
LcoKling  to'  the  returns,  for  each  ton  of  fre.ght  moved, 
2.9  tons  of  rolling  stock  is  hauled. 

The  traffic  capacity  of  the  narrow  gauge  has  eve.  been  an 
argun,ent  urged  against  it  by  its  opponents,  but  before  pre- 
senting facts  we  offer  the  foUownig  : 

■    A  narrow  gauge  passenger  car  weighing  say  I  5,000  pounds 
is  constructed  to  carry  36  passengers.     We  w,ll  pre-.me   (or 
an  instant  that  tl.oy  only  carry  on  the  average  12  I«^^'^'>SC    • 
bein.^  the  same  proportion  as   .8   is  to  56:  an  unproduct, 
weigin  capacity  is,  therefore,  carried  of  .250  pounds  for  ea 
pas^'enge.'  ben,g  750  less  than  than  the  standard  gat,ge,b 
his  is  a  presumption  that  rareb'  or  ever  occurs,  the  cms  bung 
most  frequently  more  than  half  occupied,  so  that  the   dead 
wei<dU  proportion  is  considerably  reduced. 

Touching  freight  capacity,  the  following  letter  ,s  produced 
wJd  speaks  fo,- itself     This  effectually  disposes  of  the  theo.y 
n^^thi  narrow  gauge  cannot  compete  with  the  broad  one 

Denver,  Colorado,  Aug  20,  i873- 
u-    w   P.r.f  E^a     Superintendent  Denver  £.-  Rio  Grande  Kaihvay  ; 

\         t.       1    ;;  t'  hsome  doubts  that  I  applied  to  you  lor  transportation 
,    ^"".^"w^M^K-ition,  consisting  of  circus,  menagerie  and  a.,uarunn, 
"'  u         e   i     t  t  "   -een  n.imatcd  to  n.e  that  great  .liii^culty  m.ght  he  ex- 
over  you    hne.  ^^^^  acctnnmodations  over  the  Narro^o  Gauge  and 

perienced  m  ''''t=^'"'"- .^"  ,'!'"'.,,,,  ,^^,,„,dy  hazardous,  as  many  ot   my 
even   ^  ^^^  ^^  ^''-:^:t  1^^  ^^  years' expeuence  .n   trans- 

:  „  U   Tn,nn  U„„.  of  ,1,.  ov>U„,,y  «™ge.     I  h.ve  ,„«  ;v„h  co.meou,  a,„ 

Truly  Vours, 
complete  succe.s^.  ^^^^^^  Robinson,  Jr., 

'■'"^"'^        Manager  Ohl  John  Robinson's  Great  World's  Exposition. 


1 


1 


'J 

( 


1 


15 

We    shall  refer  to  the  subject  of  "  cars  "  under  that  head 

further  on. 

Sixth.  Economy  in  management.  In  this  respect  the  nar-" 
row  gauge  railway  shows  a  marked  advantage ;  the  cost  of 
operating  being  about  twenty  per  cent,  under  that  of  a  stand- 
ard gauge  road.  The  Denver  and  Rio  Grande  Railway 
reports  the  ratio  of  expenres  to  gross  earnings  for  the  year 
ending  December  31st,  1873,50.2  per  cent.,  and  for  1874,  ap- 
proximately 56  per  cent.  The  Mineral  Range,  55  per  cent. 
The  Parker  and  Karns  City,  56.9  per  cent.  The  Toronto  and 
Nipissing,  55.7  per  cent. 

In  comparing  the  wear  and  tear  of  the  two  gauges,  the  ad- 
vantage is  immensely  in  favor  of  the  narrow  gauge,  with  its 
light  machinery  and  rolling  stock.  The  ordinary  standard 
gauge  passenger  car,  weigliing  35,000  pounds  empty,  ham- 
mers the  rail  joints  with  4,375  pounds  on  each  wheel,  when 
loaded  and  hauled  over  the  rails  at  twenty-five  or  thirty  miles 
per  hour ;  the  weight  of  the  blow  is  enormous,  and  terribly 
destructive  to  the  superstructure, 

A  first-class  narrow  gauge  pas.senger  car  weighs  15.000 
pounds,  empty,  and  consequently  only  hammers  the  rail  with 
1,875  pounds  per  wheel. 

The  same  truth  applies  to  locomotives.  A  thirty  ton  loco- 
motive, and  its  loaded  tender  weighing  about  seventeen  tons, 
or  a  total  of  forty-seven  tons,  will  exert  a  pressure  of  nearly 
six  tons  on  each  driving  wheel.  When  driven  at  a  high  speed 
the  strain  upon  the  track  is  terribly  destructive. 

The  narrow  gauge  railway  uses  locomotives  weighing  from 
eight  tons  up  to  engines  weighing  forty-two  tons.  The  weight 
being  distributed  over  the  driving  wheels,  thereby  gaining 
the  necessary  adhesion  and  requisite  power,  a  greater  paying 
load  can  be  hauled,  either  on  a  level  or  up  a  grade,  than  on 
the  broad  gauge. 

To  exemplify  this  Mr.  Richard  B.  Osborne,  a  civil  engineer, 
has  prepared  the  following  table,  assuming  the  very  largest 
class  of  locomotives  put  on  the  three  feet  gauge,  with  cylinders 
of  fifteen  by  eighteen,  thirty-six  inch  drivers  and  thirty  tons 
weif^ht,  and  witli  a  tractive  power,  on  a  level,  equal  to   1,460 


|6 

tons,  so   as   to  compare   it  directly   with  an  enirine  of  equal 

power  on  the  standard  road. 

On  a  Uvel—invr.s  weighi  of  train  1460  torn. 

Tons. 

The  3  feot  en<;ine  with  399  tons  of  cars  will  luuil  of  coal 1064 

The  4  feet  ^%   inch  engine  with  566  tons  of  cais  will  haul  of  coal 9CX) 

On  a  maxinuun  grade  of  36  4-ro  fdd,  gross  xveight  being ^S?  tons  : 

Tons. 

The  3  feet  engine  with  160  tons  of  cars  will  haul  of  coal 427 

The  4  feet  8;-^  inch  engine  with  225  tons  of  cars  will  haul  of  coal 361 

On  a  maximum  grade  of  40  feet,  gross  -veight  being  444  tons  : 

Ions 

The  3  feet  engine  with  121  tons  of  cars  will 'uaul  of  coal 323 

The  4  feet  8>^  inch  engine  with  171  tons  of  cars  will  haul  of  coal  273 

These  trains,  it  will  be  seen,  correspond  in  gross  zvcight ;  the 
three  feet  gauge  by  its  less  weight  of  cars  transporting  about 
seventeen  per  cent,  more  productive  load  than  the  standard 
gauge. 

On  a  gradient  of  So  feet  per  mile,  gross  weight  2J3  tons  ; 

Tons. 

The  3  feet  engine  with  70  tons  of  cars,  will  haul  of  coal    182 

The  4  feet  Sj/^'  inch  er-.^ine  with  97  tons  of  cars,  will  haul  of  c  ).il 155 

From  the  foregoing  we  learn  : 

First,  That  an  engine  of  the  3  feet  gauge  can  take  a  greater 
number  of  tons  of  freight  in  its  cars  against  the  same  grade  ; 
and 

Second.  That  it  will  haul  the  same  number  of  tons  of  load 
in  its  cars  up  steeper  grades  than  the  engines  of  the  4  feet  8^ 
inch  gauge,  with  its  loaded  cars,  can  at  all  accomplish. 

We  have  shown  before  that  the  load  of  freight  on  the  4  feet 
814  inch,  against  a  26iu  grade  is  361  tons,  and  that  this 
freight  load  can  be  increased  on  the  3  feet  gauge  to  427  tons 
against  a  like  grade  ;  so  also  can  it  be  stated  that  the  freight 
load  of  361  tons,  not  being  increased  on  the  3  feet  road,  it 
could  be  taken  by  the  narrow  gauge  engine  over  33  feet  grades 
instead  of  j6iu  feet.  A  gain  in  gradient  obtained  of  25  per 
cent,  by  the  adoption  of  the  3  feet  gauge. 

So  likewise  the  freight  load  of  the  4  feet  8 '/^  inch  engine  on 
a  gradient  of  80  feet  being  155  tons  ;  that  of  a  3  feet  would 
be  182  tons.     But  giving  the  3  feet  engine  the  load  only  of  its 


r 


I 


17 

rival,  or  155  tons,  it  will  transport  it  over  grades  of  95  feet, or 
about  20  per  cent,  greater. 

It  seems  then  clear  that  while  the  steam  potvcr  o^  \.\\q  3  feet 
gauge  engine  is  no  greater  than  the  other,  and  keeping  the 
mine  paying  loads  as  the  wider  gauge,  the  smaller  road  can 
overcome  gradients  from  20  to  25  per  cent,  greater. 

Under  the  caption  of  "  Locomotives  "  will  be  found  some 
further  remarks  on  the  power  of  narrow  gauge  engines.  We 
therefore  leave  this  subject  for  the  present. 

Seventh — Safety.  During  the  early  discussions  on  the  rela- 
tive merits  of  the  standard  and  narrow  gauge  railway,  the 
question  as  to  safety  on  the  narrow  gauge  was  propounded, 
and  it  was  boldly  asserted  at  the  time  that  it  would  be  extreme- 
ly hazardous  to  ride  in  cars  the  wheels  of  which  were  only 
three  feet  apart,  and  that  if  they  were  hauled  at  a  velocity 
equal  to  the  cars  on  the  ordinary  guage,  it  would  be  courting 
certain  danger.  It  was  the  old  argument,  in  another  form, 
against  the  first  introduction  of  steam  locomotion.  That  the 
hypothesis  was  fallacious  is  evidenced  in  the  fact  that  since  the 
first  narrow  gajige  train  commenced  naming  in  America,  there 
has  been  no  serious  accident  entailing  loss  of  life  reported.  We 
leave  it  to  our  readers  to  compare  this  statement  with  the 
record  of  standard  gauge  railroads. 


1 


PROGRESS  OF  NARROW  GAUGE  RAILWAYS. 


Although  narrow  gauge  railways  in  the  United  States  are 
comparatively  new,  it  being  only  four  years  since  the  ground 
was  broken — in  1871 — for  the  initial  line,  the  Denver  &  Rio 
Grande  Railway,  yet  a  large  amount  of  mileage  can  be  shown 
as  completed  and  under  speedy  construction,  nothwithstand- 
ing  the  strong  opposition  and  prejudice  against  them  at  their 
first  introduction.  That  the  opposition  is  declining  and  thepreju- 
dice  bein<T  overcome,  is  evidenced  in  the  fact  that  such  first-class 
standard  gauge  lines  as  the  Pennsylvania,  the  Lehigh  Valley, 
the  Philadelphia,  Wilmington  and  Baltimore,  and  the  Mem- 


I8 

phis  and  Chnrloston,  rocogni/.c  in  narrow  gauge  railways 
important  adjuncts  and  f(;cdcrs  to  their  trunk  hnc,  and  have 
assisted  in  tlieir  completion  by  either  supplying  superstructure 
or  equipment,  or  guaranteeing,  as  in  the  case  of  the  Philadel- 
phia, Wilmington  and  Baltimore,  and  lialtimore  Central  to  the 
Peachbottom  Narrow  (jauge  Railway,  a  commission  of  25  per 
cent,  for  the  first  year,  and  20  per  cent,  for  the  second  year, 
etc.,  on  all  passengers  or  freight  carried  by  them,  which  is 
recarried  over  the  Peachbottom  road  from  their  country,  or 
consigned  from  Philadelphia  or  Baltimore  to  points  in  the 
country  reached  over  the  Peachbo'.tom. 

That  the  prejudice  of  the  publ'C  is  quickly  disappearing,  and 
that  they  are  becoming  convinced  of  the  capacity,  usefulness, 
and  moderate  first  cost  of  the  narrow  gauge  railway,  is  shown 
by  the  following  table,  giving  the  mileage  constructed  during 
each  of  the  four  years,  1871-74: 

III  1S71  there  were  built  179  miles  of  narrow  gauge  railway. 
Ill  1S72  "  "     450  "         '<  "  " 

In  1873  "  "     509 '/(       ''         "  "  « 

In  1S74  "  "     '886';'4'       "         "  '«  •« 


Total, 


2025 


On  June  19-20,  1872,  a  National  Narrow  Gauge  Railroad 
■Convention  was  held  at  St.  Louis;  the  meeting  being  attended 
by  a  long  list  of  delegates  from  the  narrow  gauge  railroad 
■companies — completed  or  organized — car  and  locomotive 
■builders,  and  others  interested  in  the  movement,  when  the  fol- 
lowing points  were  suggested  for  discussion  and  elucidation  : 

"  I.  The  want  of  railway  facilities. 

"  2.  The  comparative  cost  of  the  two  systems. 

"  3.  Our  means  of  constructing  the  broad  gauge  as  com- 
pared with  the  narrow  gauge. 

"  4.  The  comparative  cost  of  operating  the  two  gauges. 

"  5.  Can  narrow^  gauge  locomotives  be  constructed  of  suffi- 
cient power  and  speed  to  answer  general  requirements  ? 

"  6.  Can  the  passenger  coaches  be  made  safe,  comfortable 
and  popular  with  the  traveling  public  ? 

"  7.  Can  freight  cars  be  constructed  of  convenient  size  for 
the  transportation  of  cotton,  live  stock  and  general  freights? 


I    I 


19 

"  8.  What  saving  in  dead  weight  will  the  narrow  gauge 
effect  ? 

"9.  How  will  the  saving  in  first  cost  and  dead  weight  affect 
the  rates  of  freight  and  passage  ? 

"  10.  Break  of  gauge  or  connections. 

"II.  Experience  and  opinions  of  experts. 

"12.  The  narrow  gauge,  as  compared  with  the  broad  gauge, 
as  the  means  of  development." 

These  several  topics  were  most  thoroughly  investigated,  and 
results  as  far  as  then  practicable  stated.  A  resolution  was 
passed  to  the  effect,  that  h«  !jg  found  the  three  feel;  gauge  so 
numerously  represented  in  this  Convcition,  it  be  adopted 
as  the  standard  narrow  gauge  by  all  roads,  where  there  are 
no  particular  reasons  for  adopting  a  less  gauge. 

The  late  John  Edgar  Thomson,  when  conversing  with  a 
gentleman  who  was  requesting  his  opinion  on  the  narrow 
gauge  question,  stated,  "  that  were  he  now  building  certain  of 
the  branch  roads  of  that  great  highway,  the  Pennsylvania 
Railroad,  ''one  now  carrying  annually  10,000,000  tons  of 
freight,)  he  would  make  them  3  feet  instead  of  4  feet  8^  inch 
gauge." 

After  such  an  endorsement  by  so  celebrated  an  engineer  and 
financier,  whose  whole  life  had  been  devoted  to  the  study  of 
railroading  in  its  several  departments,  and  with  the  past  few 
years  as  a  basis  to  stand  upon,  we  believe  that  narrow  gauge 
railways  will  be  "  a  power  in  the  land,"  and  that  they  will 
revolutionize  certain  districts  in  America,  and  whole  countries 
in  other  parts  of  the  world,  and  be  the  means  of  making  fruit- 
ful the  barren  places. 

In  support  of  the  statement  just  made,  we  produce  two 
tables  taken  from  an  official  report,  showing  by  counties  the 
progress  of  Colorado  in  population  and  wealth  from  1870  to 
1874.  The  counties  in  bold  type  are  those  through  which 
the  Denver  and  Rio  Grande  Railway  runs.  It  will  be  seen 
that  their  development  is  trebled  and  quadrupled.  The  Den- 
ver and  Rio  Grande  was  begun  in  1870. 


J 


COUNTY. 

Arapahoe 

IJcill 

IJoulder 

Clear  Crct-k 

ConcJDS,  incluiiing  La  I'liUa.... 
Coslilla,  including  Kio  Ciraiulc 

Douglut 

Eli)erl 

El  Paso 

Fremont  

Gilpin 


20 


ASSESSMENT  LIST. 

1870.  1874.  . 

$4731.830 $X5.oti8,o85 

35'.24« 2,172,207 


.    1,121,972 2,547,964 

,    1, 100,11a 1,485,008 

265,702 14I,4>5 

ii.S,()62 528,249 

574.397 ^470.636 

i,675.7('0 

524  965 3.160,323 

.      375.950 1.314,695 

_                                                                                 .     2,000,000 2,J22,342 

Greenwood 44'^'.9-4 Aljolished  in  1874 


Ilutrlano 

Jefferson j. 

Lake 

Larimer 

Las  Animas .... 

Park 

Pueblo 

Saguache 129,656 

Summit 123,926 


324.932 702,856 

,034,738 2,034,529 

172,917 250,998 

332,510 905.944 

457,932 1,186,482 

175.550 795.707 

85"  ,811 3.784.348 

599.308 
158,722 


Weld. 


954,361 2,063,166 


Totals...'. $16,015,521. 


$44,388,804 


ci:nsus  1873. 

25,000 

3.850 

5.325 

5.500 

3.800 

3.350 

3.100 


roruLATioN. 

COUNTY.  CENSUS  1870. 

Arapahoe 6,829 

Benl 592 

Boulder i,939 

Clear  Creek 1,596 

Conejos ^.504 

Coslilla 1,779 

Douglas 1.388 

El  Paso 987 3.450 

Fremont 1,064 3.300 

Gilpin 5.490 7.500 

(ireenwood 510 600 

Huerfano 2,250 3.350 

Jefferson 1,390 6,230 

Lake S22 875 

Larimer 838 3.250 

Las  Animas 4,276 5'78o 

Park 447 2,800 

Pueblo 2,265 8,950 

Saguache 304  2,000 

Summit 2s8 1,050 

Weld 1,636 5.100 


Totals 39,864 104,860 

The  Secretary  of  the  Utah  Western  Railway  writes :  "  The 
promoters  of  broad  gaui;c  roads  here,  as  elsewhere,  try  to 
retard  the  narrow  gauge  as  much  as  possible;  but  in  spite  of 


21 

this  the  broad  gauge  has  built  only  about  87  miles  since  May 
17,  1869,  while  there  have  been  built  about  160  miles  of  narrow 
gauge  since  August  23,  1871,  with  a  very  good  prospect  of 
making  a  grand  union  road  during  the  coming  summer,  to  unite 
most  of  the  narrow  gauge  roads  in  Utah." 

On  a  previous  page  the  subject  of  conver^^ing  broad  gauge 
lines  into  narrow  gauge  railways  in  certain  instances  was 
briefly  mentioned.  It  has  been  demonstrated  that  a  narrow 
gauge  railway  will  be  remunerative  where  a  broad  gauge  can- 
not, owing  to  its  much  larger  expenditures  ;  it  is  therefore 
not  to  be  wondered  at  that  the  Directors  of  such,  being  con- 
vinced of  the  efficiency  and  lesser  expenditure  of  the  narrow 
gauge  railway,  should  convert  their  line  into  one  by  altering 
the  gauge  and  disposing  of  ti:e  rolling  stock  for  other,  seeing 
that  if  this  is  not  accomplished,  their  railway  must  be  run  at  a 
loss,  or  else,  train  service  must  be  discontinued.  Or  again 
where  certain  short  lines,  built  on  the  standard  gauge,  connect 
with  trunk  lines  built  on  the  narrow  gauge,  and  it  is  expe- 
dient to  overcome  break  of  gauge,  and  consequent  tranship- 
ment, that  such  lines  be  converted  into  3  feet  ones ;  or 
further,  where  the  surveys  being  made  for  a  standard  gauge 
the  original  intention  being  to  construct  a  line  4  feet  S}i 
inches  wide,  subsequent  consideration  on  the  probable  traffic 
and  consequent  revenue,  induced  the  construction  of  a  narrow 
gauge  railway. 

The  following  railways  are  mentioned  as  an  example  of  each 
proposition  : 

The  Chester  and  Lenoir  Narrow  Gauge  Railway,  formerly 
the  Kings  Mountain  Broad  Gauge  Railroad. 

The  San  Rafael  and  San  Ouentin,  leased  by  the  North  Paci- 
fic Coast  Narrow  Gauge  Railway  and  being  converted  into 
one  of  3  feet. 

The  Kalamazoo,  Lowell  and  Northern  Michigan  Railway, 
organized  for  standard  gauge,  and  to  be  constructed  of  narrow 
gauge. 


22 


TOTAL 
MtLRAHR 

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or  tlu'  roads  iiKMitioiicd  in  the  preceding-  table,  the  follow- 
\n^  liave  tlu:  amount  of  mileage  set  opposite  each  respectively 
under  construction  : 

MH.F.S. 

I'o.'ichhotloin  

Olilo  :iii(l  Toledo *''+ 

■|  olfdo  mill   Mauiiici: *+ 

Ciiir.i  iinil  Si.  Lotus ^^ 

Iowa  I'lastfiii 

\Vy:ui.loll,  Kansas  Cil)  and  N    W 9° 

1  )env(i  and  l\io  ( liandf '^ 

l)(MiviT,  South  I'ark  an  1   I'acilic "+ 

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Saiilii  till/ ' 

t'hrsUT  and  Li-noir 5° 

Noilh  I'aiilK-  Co.isl -5° 

Mcinpliis  ISrantli '' 

Colorado  CciiUal "+ 

Norlli  and  Soiuli  of  Coois^ia 43 

Ciddcn  a-.id  Soutli  I'la.tif 

v'anidon,  i  ;ioim.'sti.i  and  Ml    Kplnaim 9 

It  is  lH-lie\i-d  that  a  lar^-c  amount  of  narrow  change  mileage 
will  he  constructed  during  1S75,  as  the  railways  in  operation 
ha\e  full>-  tleinonstrated  their  ca[)acity  in  every  class  of  traffic, 
an  1  have  become  a  living  example  to  the  younger  organiza- 
tions. That  they  have  been  closely  watched  and  criticized  is 
o\ideiK\'d  [)>•  the  large  number  of  companies  tt)  which  char- 
ters ha\e  been  grantetl  to  build  narrow  gauge  roads  within  the 
last  t\\'>  \eais. 

(.);!  the  next  page  we  give  a  list  of  the  conii)anies  in  the  most 
forward  state,  that  have  been  recently  heard  from;  also  their 
total  proiected  luileage,  and  their  luileage  under  construction, 
Mu\  the  avldress  to  which  coinuiunications  should  be  sent,  pre- 
ficmg  it  with  the  remark  that  the  data  here  given  is  as  correct 
as  ciicumstances  will  permit,  seeing  that  there  is  no  Bureau  or- 
iMgam/atiiui  created  purely  for  the  collection  ot  such  statis- 
tics, and  lo  which  narrow  gauge  railwa}'s  could  report.  It  is, 
therctore.  not  improbable  that  those  lines  that  are  reported  as 
surveyed,  mav  h.ive  their  line  graded,  and  those  stated  as  un- 
der construction  ha\e  [\ut  o\  their  line  ironed  and  in  operation. 


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NARROW  GAUGE  LOCOMOTIVES. 


The  locomotives  for  working;  narrow  i^auge  railways  neces- 
sarily conform  to  the  same  principles  as  those  for  the  standard 
gauge  ;  when,  therefore,  the  projectors  of  the  initial  narrow 
gauge  railway  in  the  United  States  requested  the  13aldwin  Lo- 
comotive Works  of  Philadelphia  to  submit  designs  for  pas- 
senger and  freight  engines,  their  drawings  did  not  essentially 
differ  except  in  dimensions  from  those  made  for  standard  roads. 
A  description  of  the  first  passenger  engine,  constructed  in  June, 
i87i,and  apth' named  "  Montezuma,"  its  mission  being  to  run 
through  the  territories  once  owned  by  that  ancient  monarch, 
will  not  be  out  of  place.      ' 

The  ciiij;inc  has  four  ihivers  connected  and  a  Iwo-wlieeled  truck'. 
Dianitler  of  cylinders,  g  inches.  Stroke  of  ])islon.  i6  inches. 

"        •'    driving  wheels 40      " 

"         "    pony  wheels  24       " 

Distance  between  centre  of  pony  wheels  and  centre  of  front  drivers   5ft  S '^  " 

Distance  lietween  driving,  wheel  centres 6     3      " 

Total  wheel  base  of  engine 11    1 1  fj  " 

Rigid  wheel  base  (distance  between  driving   whcjl  centres),  6     3       " 

Diameter  of  tender  wheels 24      " 

Distance  Ijetween  centres  of  tender  wheels 0  " 

Total  wheel  base  of  engine  and  tender  26    5 '^  " 

lyCngth  of  Engine  and  lender  over  all ^5     4     " 

Capacity    of  tender 500  gals. 

Weight  of  tender  empty 5>500  l'^"-- 

"       "  engine  in  working  order 25,300    '' 

"       "       "       on  drivers 20,500    " 

"       "       "       on  each  pair  of  driver> 10,250    " 

"        "       *'       on  pony  wheels 4,800    " 

Height  of  smoke-stack  above  rail (j     (j     <• 

Height  of  cab  from  footboard  to  centre  of  ceiling 6     3     '• 

Its  tractive  power,  exclusive  of  the  resistance  of  curves,  is 
as  follows  : 

On  a  level 512  gross  tons 

On  a  grade  of  40  feet  to  tin-  mile 164      •'        " 

On  a  grade  of  So  feet  to  the  mile (j8      '♦        •« 

(26) 


ff 


H 


i 


From  these  figures  should  be  deducted  17  gross  tons,  the 
weight  of  the  engine  and  tender  in  working  order,  to  get  the 
total  weight  of  cars  and  lading  that  can  be  drawn  on  a  level  or 
on  the  grades  named.  The  speed  attainable  is  between  25  and 
35  miles  per  hour. 

In  the  course  of  time  defects  were  apparent  in  engines  for 
passenger  service  constructed  as  above.  Locomotives,  there- 
fore, are  not  now  built  on  that  pattern,  but  made  similar  to  the 
"  Baldwin,"  a  view  of  which  is  here  given. 


The  dimensions  and  tractive  power  are  as  follows  : 

Cylinders  ii  inches  diameter,  16  inches  stroke. 

'  ,      ,  42  in.  diam, 

Dnvni"  wheels ,,      , 

.   24. 

Truck  wheels 

iS  ft     \  in. 

Wheel  base  total ^    , 

"  "    rigid J^ 

Tender,  four  wheeled,  tank  capacity 75°  K^   o"'^- 

.,,,,,.,  „  1. 100      " 

"        eiyht  wheele<l  

Weight  of  engine  in  working  order: 

2!;,ooo  Ihs. 

On  drivers 

I  ?,ooo    " 

0\\  truck 

.   ,       ,         .  38,000    " 

'J'dtal  weiiiht  (if  engine ' 

,       I-.  600  gross  tons 

Its  tractive  power  on  a  level  IS » 

«         »<  "       "       20  feet  grade ^'^" 

a  ii  "        '•       40      "       "      '-' 

«         II  "       "      60     "      "     J 

H  •<  H  ««  80        " b 

7C        ''  " 

tl  •<  "  "         100        "  "         '-> 


28 


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29 

Several  sizes  of  such  locomotives,  ranging  from  1 5  to  20 
tons  gross  weight  in  working  order,  are  in  service  ;  their 
speed  being  from  30  to  40  miles  per  hour  with  light  trains  on 
a  level  track  or  track  of  easy  grades. 

For  freight  service  engines  of  what  is  called  the  "  Mogul  " 
pattern  are  most  used,  and  have  given  the  best  practical  results. 
The  cut  on  page  28  of  the  "  R.  H.  Rosborough"  shows   such 
an  engine.     This  plan   of  engine  has  come  into  use  chiefly 
within  the  past  ten  years,  and  owes  its  success  to  the  knid  of 
truck    with   which    it    is  constructed.      This  truck,  called  a 
"  pony  truck,"  has  a  swinging  bolster  connected  to  the  frame  of 
the  truck  by  pendant  links,  and  can  thus  move  laterally  under 
the  engine   in  passing  a  curve.     The  middle  pair  of  driving 
wheels  usually  have  tires  without  flanges,  and  it  will  thus  be 
seen  that  there  can  be  little  or  no  "  binding"  of  wheels  on  a 
curved  track.     Engines  of  this  pattern  are  working  on  roads 
having  curves  of  as  short  radius  as  240  feet. 
The  following  are  the  dimensions  : 

Cylinders  13  inches  diameter,  l6  inches  stroke. 

^.  .  ,      ,  •je  in.  diam. 

Driving  wheels -^ 

24.  "       ' 
Truck  wheels ^ 

Wheel  base  total '^  ''•  7'"- 

.   • J  12  "    0  " 

"         "      rigid '■*        -^ 

Tender,  eight  wheeled,  tank  capacity,  1,400  gallons. 

Weight  of  engine  in  working  order: 

On  drivers 40.000  fts. 

On  truck ^   " 

Total  weight  of  engine 46,000 

Its  tractive  power  on  a  level  is 965  gross  tons. 

i(       i(  <i         "        20  feet  grade 445 

i«       i<  (<         '«        40     "       "     ■ 285       " 

<(  .1         «        60     «'       "     205      '•         '« 

,,       .<  «         "        80     "       "     160      "         •• 

„         <i  <i         «      100    "       "      125      "         " 

The  advantage  of  this  plan  of  locomotive  is  found  in  the 
fact  that  nearly  the  entire  weight  is  utilized  for  adhesion  ;  only 
sufficient  load  being  carried  on  the  pony  truck  to  enable  it  to 
fulfil  effectually  its  function  of  guiding  the  engine  on  curves. 
The  maximum  of  useful  effect  in  traction  power  consistent 


m 


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f 


30 

with  an  easy  motion  on  the  track  and  the  minimum  wear  and 
tear  of  both  traci<  and  machinery,  it  is  beheved  are  ^nven  by 
this  plan  of  enjTine  when  properly  constructed.  On  many 
roads  engines  of  tliis  phm  are  used  for  passenger  as  well  as  for 
freight  service.  They  can  be  run  at  a  speed  of  from  20  to  25 
miles  per  hour,  with  passenger  trains  when  necessary,  and  at 
the  same  time  they  [)ossess  a  reserv^e  power  which  is  valuable 
in  case  of  heavy  trains,  head-winds,  bad  track,  snow-drifts  or 
other  circumstances  of  emergency.  Five  or  six  different  sizes 
of  these  engines  are  made  for  three  feet  gauge  railways  ;  the 
lightest  of  15  gross  tons  weight,  and  thence  upwards  to  en- 
gines of  25  tons  weight. 

The  "Consolidation"  pattern,  illustrated  by  the  cut  of  the 
"  Mosca,"  on  page  31,  is  an  extension  of  the  "  Mogul"  prin- 
ciple, four  instead  of  three  pairs  of  driving  wheels  being  used 
in  connection  with  the  pony  truck.  By  this  means  an  engine 
of  a  total  weight  of  about  25  gross  tons  may  be  used  on  a 
irack  laid  with  rails  as  light  as  30  pounds  to  the  yard,  as  the 
weight  on  any  one  wheel  is  reduced  to  only  about  5,500 
pounds,  with  a  total  adhesive  weight  of  44,000  pounds. 
Its  dimensions  are  as  follows  : 

Cylinders  14  inches  diameter,  16  inches  stroke. 

Driving;  wlieels 40  in.  diam. 

Truck  wheels 24  "       " 

Wheel  base,  total 18  ft.    6  in. 

"         "      rigid 12"     8    " 

Tender,  eight   wheeled,  tank  capacity 1,400  gals. 

Weight  of  engine  in  working  order: 

On  drivers 44,000  Ihs. 

Oil  ^ru^:k 8^000    " 

Tola]  weiglit  of  engine c;2,ooo    '' 

Its  tractive  power  on  a  level  is    1,060  gross  tons. 

'•         "         "         "         2ofeet  grade ^go  "         " 

"         "         "         "        40  "         "   310  " 

"         "         "         ««        60"         '^    220  "         " 

"         "         "        So  "         '•  ij-  '<        << 

•*         "         "         "      100"         '♦  i_,.o  "         " 

For  all  descriptions  of  special   service,  such  as  h.udin""  cars 
at  mines,  iron  mills  or  furnaces,  and  for  shifting  purposes,  four 


**t 


i 


"1 


"'  ""'f  nfusl  A  V  y  srcat  advantage  of  the  narrow 
successfully  "^"'-  j'  "  J,,^^,,,  requirements  of  such  specal 
^''""''  ■" rie  •  a  nl:as  shoru-ts  .5  or  40  feet  are  often 
service,     tu.vesol  ,,^^,„j|ocon.otives  of  2>^  or  3  feet 

necessary  and  -  ^^  ^,^„  ^,„„y  such 

gauge,  w..h  1-  ^;'^'-;       ^^^  ;„d  buildings  in  a  very  l.m.ted 
curves  and  woiU  about  Y  .  ,    Worses  or  mules 

space.     For  all  k.nds  of  l"^'''"^;"'  J  ^e   used  with 

-  --"^-t::  \tnos  o  -rng  four  or  ^ve  horses 
:;l  t;:::  r:«--  than  tl.  operating  e.pense  of 
one  of  these  small  engines.  locomotives, 

For  further  deta,  s  -— JlT.fJ.ress  the  Ka.d- 
:i::trZworS^fPhil^e,phia,  whose  ma.e  of  en- 
g;„es  have  a  celebrity  ^^t  is  world-w.dej^  _^^^^^^^ 

In  response  to  an  mqu.ry,  they  state  m 
engines  Lilt  by  them  in  '^H.  amou..ed  to  J^per  ^^^^  ^^^ 

r^ltlt'rXrthel-'eonstructionasmuchaswide 
gauge. 


'^^ 


1«      "   ■  '•   __  ?     '■" 


"       «'       '■*      'l* 


1  Car, 


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I 


NARROW  (iAUGK  I'.VSSKNiiHR  CARS. 


i 


When  the  question  was  first  discussed  of  buildinjr  Narrow 
Gauge  Railways  in  the  United  States,  the  projectors  naturally 
looked  to  the  enLiineering  fraternity  of  Great  Britain  for  pre- 
cedents. The  result  was  apparent  in  the  establishment  of  a 
measure  of  favor  towards  the  use  of  four-wheeled  passenger 
cars,  built  on  the  coupe  plan,  so  common  on  European  road.s. 
Further  reflection  however  decided  that  it  would  be  impossi- 
ble to  revive  a  custom  that  had  become  so  obsolete  in  America, 
as  the  one  of  confining  a  small  number  of  passengers  in  the 
equivalent  of  a  stage-coach  body. 

In  the  meantime  the  Jackson  and  Sharp  Company,  of  Wil- 
mington, Delaware,  prepared  and  submitted  designs  for  pass- 
enger cars,  built  on  the  American  plan,  of  placing  a  long  body 
on  .^winging  trucks,  to  the  Denver  and  Rio  Grande  R.ailvvay, 
the  initial  narrow  gauge  railway  in  the  United  States.  These 
were  approved  and  adopted  by  the  managers,  and  on  the 
opposite  page  will  be  seen  a  side  view  of  the  car  "  Denver," 
constructed  u.  1871,  and  being  the  first  narrow  gauge  car 
built  in  America.     The  dimensions  are  as  follows : 


LL'iij^ih 35  f'-"'-'^- 

Width 7     " 

Height lo>'2     " 

Diam.  of  wheel 2 


Weight 


15,000  pounds. 

Dead  wt.  per  pass 416       " 

Capacity 3^  pass- 

Ht.  of  sill  troin  giound  27  inches. 


.  The  interior  arrangement  ma>  be  inferred  from  the  accom- 
panying cut.  The  seats  are  double  on  one  side  and  single  on 
the  other,  this  arrangement  being  reversed  in  the  centre  of 
the  car,  so  that  each  side  carries  half  double  and  half  single 
seats— an  arrangement  which  secures  a  perfect  balance  of 
weight  when  the  car  is  full. 

The  single  seats  are  nineteen  inches  wide,  the  double  seat, 
thirty-six  inches,  the  aisle  seventeen  inches.     These  cars  are 
3  33 


HB 


||ii!|!!iiiiiiiiiii'':i:iii';;iiii;i''''^''T''iiSBIiKffB 
'i""wiiiiiiiiiiiiiiiir"""""'  ''"'''   '"""" '"' '" 


^N'arrow  Graug-e   Railrc 

BUILT  BY  THE  JACKSON  &  St 

AVILMINGTON,    DELAW 


lug-e   Railroad  Car, 


1K80N  &  SHARP  COMPANY, 

xTON,    DELA\VARE. 


34 


finished  in  the  best  style  ;  the 
wood  work,  the  upholstery, 
decorations,  and  the  whole 
arrangement  being  first-class. 
The  above  section  shows  how 
the  angle  of  stability  diniinisl;es 
fiom  fifty  and  one-half  degrees 
for  the  empty  car  to  forty- 
seven  and  one-half  degrees  for 
one  loaded.  This  excellent 
result  is  due  to  a  careful  study 
of  the  parts,  so  that  the  load  is 
carried  within  the  shortest  pos- 
sible distance  from  the  track. 
Even  when  exposed  to  the 
fierce  onset  of  the  Colorado 
gales,  the  cars  have  always 
proved  themselves  equal  to 
the  emergency.  This  has  not  been  peculiar  to  that  locality 
alone,  but  from  all  roads  throughout  the  country  the  same 
satisfactory  record  has  been  received. 

It  was  thought  among  narrow  gauge  engineers,  when  the 
system  v  i.  in  its  infancy,  that  in  no  case  should  the  width  of 
car  exceed  double  the  gauge  of  the  road.  Even  the  7 
feet  width  of  body  in  the  Denver  and  Rio  Grande  cars  was 
regarded  with  feelings  of  apprehension  until  such  time  as  the 
practical  demonstration  of  the  case  i)roved  the  fallacy  of  the 
hypothesis.  Since  1871  the  width  of  cars  has  been  .-,.  ..dily 
increased  by  builders,  until  at  length  a  width  of  8  feet  over 
body  has  been  attained  and  operated  with  great  success.  The 
height  of  cars  has  remained  unaltered,  and  other  details  the 
sante.  A  most  impor*:  nt  advantage  has  been  secured  by  the 
change  in  width,  for  by  this  means  it  is  possible  to  seat  four 
passengers  abreast  instead  of  three,  and  thus  increase  the  car- 
rying capacity  of  the  car  from  thirty-six  to  forty-seven  pass- 
cngers.  This  improvement  especially  commends  itself  to  the 
w:mts  of  short  lines  of  twenty  to  forty  miles  length,  and  to 
temperate  climates.     In  tropical  climates  it  is  best  to  keep  the 


r 


4- 


35 


^' 


t 


4- 


width  at  eight  feet  and  lengthen  the  seats  so  that  three  pass- 
engers will  be  accommodated  abreast.  Cars  eight  feet  in 
width  and  seating  four  passengers  abreast  have  an  aisle  of 
seventeen  and  one-fourth  inclies  wide,  and  seat  rooms  of  thir- 
ty-five inches  each.  As  such  cars  weigh  about  16,000  pounds, 
the  dead  weight  per  passenger  is  only  340  pounds.  The 
saving  in  dead  weight  is  very  marked  as  compared  with  that 
of  722  pounds  per  passenger,  so  common  on  roads  having  a 
gauge  of  4  feet  8^  inches. 

Thus  far  we  have  described 
only  the  mode  of  seating  the 
passengers  in  first-class  cars  in 
which  the  seats  have  reversible 
backs.  In  second-  and  third- 
class  cars  it  is  the  custom  of 
some  builders  to  arrange  the 
seats  parallel  to  the  walls  of  the 
car,  the  same  way  as  obtains  on 
street  railways,  and  placing  at 
the  same  time  seats  in  the 
aisle  for  twelve  passengers. 
The  latter  seats  are  arranged 
transversely  and  back  to  back. 
Where  no  saloon  is  used  a  car 
of  thirty-five  feet  in  length  will 
seat,  by  this  arrangement, 
sixty  passengers,  giving  a  dead 
weight  of  about  266  pounds 
per  passenger.  We  leave  it  to 
others  to  infer  what  saving 
may  safely  be  relied  upon  un- 
der such  favorable  relations  be- 
tween deadweight  and  effective 
load. 

The  following  illustration  is 
of  a  car  equal  to  the  best  sec- 
ond-class passenger  cars,  con- 
structed to  carry  freight,  bag- 
gage, express,  mails  and  passengers,  designed  and  constructed 


r, 

I'll 


11 


I 


36 

for  the  Eureka  and  Palisade  Railway  Company,  of  Nevada, 
by  an  establishment  at  York,  Pa. 

One-third  of  the  length  is  adapted  to  carry  freight,  bag- 
gage or  express  matter,  and  the  other  two-thirds  contain 
seats  for  24  passengers.  The  body  is  placed  over  plain,  sub- 
stantial bolster  trucks,  and  makes  a  very  cheap  and  useful  car. 

The  next  cut  is  of  a  third-class  passenger  car  running  on 
the  Parker  and  Karns  City  Railway  of  Pennsylvania. 


The  length  of  frame  is  22  feet,  and  width  7;^  feet.  The 
wheels  are  24  inches  in  diameter,  and  the  weight  12,000 
pounds.  The  seats  are  parallel  with  the  sides  of  the  car  and 
have  room  for  26  passengers.  Cars  of  this  class  can  be  made 
longer,  to  carry  30  to  36  passengers  with  small  additional  cost. 

It  can  scarcely  be  necessary  to  enlarge  on  the  comfort  and 
ease  enjoyed  in  the  cars  of  the  narrow  gauge  system,  or  to 
point  out  the  close  similarity  in  arrangement  of  stoves,  saloons, 
sashes,,  ventilators,  etc.,  common  to  the  broad  and  narrow  gauge 
systems.  Suffice  it  to  say  that  the  Company  who  first  demon- 
strated the  feas  ility  of  building  comfortable  passenger  cars, 
has  since  manufactured  most  luxurious  parlor  as  well  as 
sleeping  cars  for  roads  of  three  feet  gauge.  There  is,  in  fact, 
no  limit  to  the  comfort  that  can  be  secured  with  the  develop- 
ment of  the  system. 

The  same  style  of  body,  by  means  of  a  suitable  partition 
and  doors,  can  be  converted  into  a  combined  baggage  and 
smoking  car,  having  a  baggage  room  13  feet  9  inches  in  length, 
and  a  smoking  room  with  seating  capacity  for  27  passengers, 
also  a  saloon  in  the  same  room. 


. 


1 


37 


on 


u 


By  a  vote  taken  at  the  Narrow  Gauge  Convention  held  in 
the  City  of  St.  Louis,  June  1872,  it  was  decided  that  as  a 
matter  of  expediency,  the  height  of  the  centre  of  drawheads 
of  cars  should  be  24  inches  above  the  upper  surface  of  the 
rails.  The  wisdom  of  this  carnot  be  overestimated,  for  with 
a  three  feet  gauge  there  is  no  possible  reason  fora  difference  in 
height  of  drawheads  on  converging  lines  of  road.  If  the  24  inch 
wheel  is  universall}'^  adopted  as  the  standard,  both  in  the  case 
of  passenger  and  freight  service,  then  the  narrow  gauge  sys- 
tem will  have  the  uniformity  of  design  recently  established  on 
the  broad  gauge.  In  the  former  case  the  height  of  drawhead 
would  be  24  inches  and  the  diameter  of  the  wheels  24  inches  ; 
in  the  latter  33  inches  height  of  drawhead  and  33  inches 
standard  height  of  wheel.  Such  dimensions  are  in  accordance 
with  the  laws  of  most  perfect  stability  for  the  freight,  as  well 
as  the  passenger  cars. 

The  many  improvements  that  have  been  adopted  on  the 
standard  gauge,  such  as  the  Miller  Platform  and  Coupler,  the 
Westinghouse  Air  Brake,  etc.,  have  also  been  applied  to 
narrow  gauge  cars  with  equal  success ;  so  that  in  mechanical 
as  well  as  in  artistic  adaptability  the  narrow  gauge  system  is 
equally  pliable  with  the  standard  gauge,  while  in  working 
economy  it  is  vastly  its  superior. 


I 


m 


m 


I  J. 


NARROW  GAUfxE  FREIGHT  CARS. 


The  question  as  to  whether  narrow  gauge  freight  cars 
could  transport  with  equal  facility  the  same  class  of  freight  as 
that  carried  in  standard  gauge  cars,  so  naturally  arose  when 
railways  of  three  feet  gauge  were  projected,  that  it  will  not  be 
inopi)ortune  to  refer  in  this  place  to  each  class  of  car  con- 
structed, and  compare  it  and  its  relative  capacity  with  the 
same  class  on  an  ordinary  gauge  railway. 

In  18/ 1,  the  well-known  car  builders,  Messrs.  Billmeyer 
&  Smalls,  of  York,  Pa.,  were  requested  by  the  Denver  and 
Rio  Grande  Railway  Company  to  submit  designs  and  dimen- 
sions for  a  'Flat  Car  and  Box  Car,  for  their  three  feet  <rau<re 
railway,  then  being  constructed.  The  designs  being  approved, 
they  commenced  building  tJic  first  cigJU-ivheeled  nairoio  gauge 
freight  car  constructed  in  America.  A  view  and  description  of 
this  car  is  given  below: 


Length  of  frame  23^^  feet.  Width,  6  feet.  Wheels  20 
inches  in  diameter,  fitted  on  3^  inch  axles  with  steeled  iron 
trucks,  and  steeled  spiral  bearing  springs  encased. 

Weight  of  car,  6,250  pounds.     Capacity,  10  tons.     Cars  of 
this  class  have  been  built  25  feet  long,  (>%  to  7  feet  wide  with 
24  inch  wheels,  and  weighing  about  7,500  pounds. 


UdUire. 


l^eight  0/ C(ir  in  pou-uis,        Capivcity  in  pounds. 


Standard iS.ooo 

Narrow 6,250 


20,000 
19,000 


Proportion  ofticad  weight 
to  payint;  load. 

I   to  I. II 
I  to  3.04 


^@ 


38 


39 


sr-" 


I 


The  following  is  a  view  and  description  of  the  first  eight 
wheeled  Box  Car  built  by  the  same  builders  : 


Length  of  frame,  2  3>^  feet.  Width,  6  feet.  Wheels,  20 
inches  in  diameter,  fitted  on  T,}i  inch  axles,  with  steeled  iron 
trucks,  and  steeled  spiral  bearing  springs  encased. 

Weight  of  car  8,800  pounds.  Capacity,  9  tons.  Cars  of  this 
class  are  now  being  built  25  feet  long,  7  feet  wide,  with  24 
inch  wheels,  and  weighing  about  10,000  pounds. 


Gauge. 


H't-ig/it  0/  car  in  pounds.         Capacity  in  pounds. 


Standard 19,000 

Narrow 8,800 


20,000 
17,600 


Proportion  of  dead  ivcig/it 
to  paying  load. 

I  to    1.05 
I  to    2 


The  following  is  a  view  and  description  of  an  eight-wheeled 
Coal  Car  with  two  drops  in  centre,  designed  and  constructed 
by  Messrs.  Billmeyer  &  Smalls,  for  the  East  Broad  Top  Rail- 
way Company 


Length  of  frame,  23  >i  feet.  Width,  6  feet.  Wheels,  20 
inches  in  diameter,  fitted  on  3^8  inch  axles  with  steeled  iron 
trucks,  and  steeled  spiral  bearing  springs  encased. 

Weight  of  car,  9,000.     Capacity,  10  tons. 


PI 


n 


40 


(niu^e. 


lyeight  of  car  in  pounds. 


Qipacih'  in  pounds. 

Prof>ciytiiin  n/dead  weight 
to  paying  load. 

30,000 

I  lo  1.66 

20,000 

1  to  2.22 

.Standanl 18,000 

Narrow 9,000 

The  following  is  a  view  and  description  of  an  eight-wheeled 
Stock  Car,  designed  and  constructed  by  Messrs.  Billnieyer  & 
Smalls,  for  the  Costa  Rica  Railroad. 


Length  of  frame.  23  >^  feet.  Width,  7  feet.  Wheels,  20 
inches  in  diameter,  fitted  on  y/i  inch  axles  with  steeled  iron 
trucks,  and  steeled  spiral  bearing  springs  encased. 

Weight  of  car,  8,000  pounds.  Capacity,  9  to  12  large  head 
of  cattle  facing  the  ends  of  car,  or  16  small  cattle  facing  side 
of  car. 

Weight  of  car  No  0/ catth-     Weight  0/ cattle       Gross  weight  of      Total  v-i'^ht 


Gauge,  in  fionnds,  per  car 

Stand.ird,  i8,O00  14 

Narrow,  8, ODD  9 


infiounls.  loaded  cars,'  per  head. 

19,600  37,600  1,28;,. 

12,630  20,60D  888. 


Dea<l  weight  in  favor  of  narrow  gauge,  397. 

A  difference  of  397  pounds  per  head,  3,573  pounds  per  car 
load  of  nine  head,  and  in  a  train  of  twenty  cars  71,460  pounds, 
or  thirty-five  tons  in  favor  of  the  narrow  gauge.  Prominent  stock 
men  state  that  they  prefer  sending  their  stock  to  market  in 
such  cars,  because  the  cattle  steady  themselves  better,  and 
there  is  less  danger  of  their  getting  down,  and  because  it  is 
easier  to  feed  and  attend  to  them. 

From  the  foregoing  comparison^  it  will  be  seen  that  the 
least  dead  weight  is  hauled  when  a  narrow  gauge  car  is  moved, 
and  that  relatively  a  greater  amount  of  paying  weight  is  trans- 


'I 


41 


888. 


\i 


ported  in  it  than  in  the  standard  gauge.  This  is  one  of  its 
greatest  advantages  and  is  well  worth  remembering.  The  fol- 
lowing extract  from  the  First  Annual  Report  of  the  Denver 
and  Rio  Grande  Railway  Company  is  so  much  to  the  point, 
that  we  shall  conclude  this  chapter  with  it : 

With  concentrated  or  heavy  freight,  which  constitutes  on  this,  as  on  nearly  all 
railroads,  the  great  bulk  of  the  tonnage  to  be  transported,  the  advantage  realized 
has  been  35  per  cent.  That  is  to  say,  thirty-five  hundredths  more  freight  has 
been  regularly  cirried  on  the  narrow  gauge' rolling  stock,  with  the  same  total 
weight  of  cars  and  load  as  on  the  broad  gauge.  This  can  be  most  readily 
seen  by  observing  a  train  of  16  loaded  cars  (which  weigh  say  S)4  tons  each  when 
empty)  arriving  at  Denver  on  the  broad  gauge  road,  and  their  contents  trans- 
ferred to  the  Denver  and  Rio  Grande  Railway.  The  same /re! ir At  is  placed  in 
20  narrow  gauge  cars,  the  empty  weight  of  which  is  somewhat  less  than  three 
tons  each.     The  comparison  will  then  stand  as  follows  ; 

Cars.  Empty  weight.  load. 

16  wide-gauge 8^  tons  each.  10  tons  each. 

30  narrow-gauge less  than  3  tons  each  .3        " 

Saving  in  total  weight  76  tons 
Which  is  equivalent,  after  allowing  for  the  weight  of  cars  necessary  to  carry  it, 
Xo  ^i^\.o\\<f,  additional  freight  \i\i\z\^\VQ  narrow  gauge  train  could  take  without 
any  increase  of  weight  over  the  broad  gauge  train  ;  in  other  words,  35  per 
cent,  more— this  is  on  the  presumption  that  the  cars  on  each  gauge  are  fully 
loaded.  But  it  very  often  happens  in  the  ordinary  course  of  railroad  business 
that  cars  are  very  frequently  not  loaded  to  their  capacity,  in  which  event  the 
narrow  gauge  receives  a  proportionately  greater  benefit.  For  instance,  if  from 
any  station  there  was  a  load  of  but  5^  tons  to  carry,  the  narrow  gauge  car  would 
weigh  no  more  with  this  load  than  the  broad  gauge  would,  entirely  empty. 

It  is  the  case  with  almost  any  kind  of  freight  that  whatever  a  car  on  the  Den- 
ver and  Rio  Grande  Railway  holds  of  goods  tip  to  sH  tons  is  so  much  clear  gain  to 
it.  That  is,  it  can  carry  that  much  in  each  car  as  cheaply  as  the  wide  gauge 
road  can  run  its  cars  empty. 


Total 

Total 

Total 

dead 

paying 

vnght  cars 

weight. 

load. 

and  load. 

136  tons. 

160 

296 

60    " 

160 

220 

VI 


REPORTS  OF  ROADS. 


hi, 


ALAMEDA,   OAKLAND   AND   PIEDMONT 
RAILROAD. 

This  Company  was  organized  in  February,  1873,  to  construct 
a  narrow  gauge  railway  from  Oakland,  in  Alameda  county,  to 
Piedmont  Hotel,  a  watering  place  on  the  Coast  Range,  thence 
into  Contra  Costa  county,  a  distance  of  about  60  miles.  During 
1373  some  ten  miles  were  constructed  between  Oakland  and 
Piedmont  Hotel,  that  are  reported  to  be  doing  a  good  business, 
as  the  line  runs  through  a  fine  agricultural  country. 

No  statistical  information  could  be  obtained. 

The  capital  stock  is  $100,000,  all  paid  in. 

The  office  of  the  Cuuipany  is  at  Oakland,  Cal. 

ARKANSAS  CENTRAL  RAILROAD. 

This  Company  was  organized  in  1870  under  the  General 
Railroad  Law  of  1868,  to  build  a  railway  of  3  ft.  6  in.  gauge, 
from  Helena  to  Little  Rock,  a  distance  of  150  miles.  During 
1872,  48  miles  between  Helena  and  Clarendon  were  con- 
structed and  put  in  operation,  and  80  miles  graded,  bridged 
and  tied.  Negotiations  are  on  foot  to  procure  money  for  the 
completion  of  the  line  during  1875. 

The  maximum  grade  is  52.8  feet  to  the  mile. 

The  sharpest  curvature  is  13°  30'  (425.40,feet  radius). 

The  weight  of  rail  35  and  45  pounds  to  the  yard. 

The  weight  of  engines,  8,  10  and  20  tons  all  placed  over  the 
drivers. 

Equipment — 3  locomotives,  2  passenger  cars,  i  baggage,  34 
freight  cars  of  all  classes. 

A.  H.  Johnson,  President,  Helena,  Arkansas. 

Edward  Vernon,  Vice-President,  New  York  City. 

J.  A.  Toppan,  Superintendent,  Helena,  Arkansas. 

42 


43 

AMERICAN  fork:  RAILROAD. 
This  Company  was  incorporated  on  the  3d  of  April,  1872. 
to  construct  a  narrow  gau^^c  railway  from  American  Fork,  a 
station  on  the  .Utah  Southern  Raih-oad,  eastward,  up  the  cauon 
and  passing  the  Miller  and  other  mines,  to  Sultana,  an  esti- 
mated distance  of  22  miles.  Work  was  commenced  in  May, 
and  by  October,  18  miles  were  completed  between  the  junction 
with  the  Utah  Southern  Railroad  and  the  mines  at  the  head  of 
American  Fork  Cauon. 

The  maximum   grade  is  297  feet  to  the  mile,  and  the  aver- 
age grade  exceptionally  heavy. 

The  sharpest  curvature  is  25°  (229  feet  radius). 
The  weight  of  rail  is  30  pounds  to  the  yard. 
The  weight  of  one  of  their  engines,  built  by  Messrs.  Torter, 
Bell  &  Co.,  of  Pittsburg,  is   17  tons,  having  cyHnders   12x16 
and  six  drivers.     This  engine  takes  a  train  of  over  47  tons  up 
the  maximum  grade. 

Financial  statement— Capital  stock  authorized,  $300,000  ;  all 

paid  in.     No  funded  debt. 

Lloyd  Aspinwall,   President,  New  York  City. 

H.  Horner,  Secretary  and  Treasurer,  Salt  Lake  City. 

E.  Wilkes,  Superintendent,  Salt  Lake  City. 

BELL'S  GAP  RAILROAD. 

This  Company  was  incorporated  under  the  general  law  of 
Pennsylvania,  May  1 1,  1871,  with  power  to  construct  a  railway 
from  Bell's  Mills,  on  the  Pennsylvania  Railroad,  to  Lloyds,  in 
Cambria  county,  a  distance  of  8>^  miles.  The  road  has  since 
been  projected  to  Fallen  Timber,  making  the  total  length  19 
miles.  The  road  was  put  under  construction  in  1872;  and  in 
June,  1873,  8y>  miles  were  placed  in  operation.  No  additional 
mileage  has  since  been  added. 

The  grade  is  very  heavy,  the  maximum  of  158.4  feet  to  the 
mile  being  continuous  for  6->:(  miles\ 

The  sharpest  curvature  is  28°  (206  feet  radius).  There  are 
ten  of  these  curves  on  the  maximum  grade,  two  of  which  are 
600  feet  long,  turning  an  angle  of  168°. 

The  weight  of  rail  is  35  pounds  to  the  yard. 


44 


I 


\t 


The  wci^Mit  of  engines  15  tons. 

lujuipincnt — 2  locomotives,  2  pas.scn<;er  cars,  78  freight  cars 
of  all  classes. 

Operations  for  year  endin'^^  December  31,  1874 — Gross 
earnings,  $42,415.71.  Operating  expenses,  $20,830.70  (49.12 
per  cent.)    Net  earnings,  $21,585.01., 

Financial  statement — Capital  stock  authorized,  $200,000  ; 
paid  in,  $200,000  ;  funded  debt,  1st  mortgage,  7  per  cent,  bonds, 
maturing  July  i,  1893,  $200,000;  floating  debt,  $1  5,000.  Total 
liabilities,  $415,000. 

A.  L.  Massey,  President,  1 1  Merchants'  Exchange,  Phila. 
J.  G.  Cassatt,  Secretary   and   Treasurer,  Altoona,  Pa. 
Jos.  Ramsary,  Jr.,  Superintendent,  Antestovvn,  Pa. 

BINGHAM    CANON  RAILROAD. 

This  Company  was  oiganized  in  1872,  to  build  a  narrow 
gauge  railway  from  the  !•  *  ■'es  at  Bingham  Cation  to  Sandy 
Station,,  on  the  Utah  Souths  ,1  Railway,  an  estimated  di.stance  of 
22  miles.  Work  was  commenced  in'  1873,  and  16  miles  com- 
pleted and  put  in  operation  between  Sandy  and  the  Wina- 
muck  Smelting  Works.  The  following  year  the  line  was  ex- 
tended to  Bingham  Station  and  the  Utah  Mining  Company's 
works,  6  miles. 

The  maximum  grade  is  240  feet  to  the  mile.  There  is  also 
a  grade  of  200  feet  per  mile,  continuous  for  3  miles,  and  the 
average  grade  is  very  heavy. 

The  weight  of  rail  is  35  pounds  to  the  yard. 

The  weight  of  engines  18  tons. 

Cost  of  road  with  equipment  per  mile,  $13,000. 

Equipment — 3  locomotives,  4  passenger  cars,  i  baggage, 
100  freight  cars  of  all  classes. 

Operations  for  eleven  months,  ending  October  31,  1874 — 
Gross  earnings,  $103,247.39.  Operating  expenses,  $40,711.76 
(39.43  per  cent.)    Net  earnings,  $62,535.63. 

Financial  statement — Capital  stock  authorized,  $300,000 
paid  in,  $45,000;  funded  debt,  $240,000. 

C.  W.  Scofield,  President,  New  York  City. 

B.  W.  Morgan,  Vice-President,  Pittsburgh,  Pa. 


45 


W.  R.  Wells,  Sec'y.  and  Treasurer,  Salt  Lake  City,  Utah  Ter. 
George  Goss,  Superintendent,  Salt  Lake  City,  Utah  Ter. 

CAIRO  AND  ST.  LOUIS  RAILROAD. 
This  Company  was  organized  in  1865,  and  a  charter  incor- 
porating it  passed  February  i6th,  authorizing  it  to  construct  a 
railroad  between  St.  Louis  and  Cairo,  a  distance  of  145  miles. 
In    1867    the    charter   was    amended,  but  nothing  was  done 
until  1 87 1,  when  it  was  resolved  to  build  the  line  on  a  three- 
feet  gauge.     The  surveyed  route  of  the  road  passes  through 
the    fertile    counties   of  St.    Clair,    Monroe,  Randolph,  Jack- 
son,  Union  and  Alexander,  touching  at  the  towns  of  Colum- 
bia,   Waterloo,  Red-bud,  Sparta,    Murphysboro    and   Jones- 
boro.     It  passes   through  the  finest  fruit-growmg  district  of 
Illinois  and  by  the  Chester  and  Big  Muddy  coal  fields,  and. 
through    large  tracts    of  timbered    land,   much   of  which    is 
yet  to  be  cultivated.     The  first  ground  was  broken  August 
30,  1871,  and  during  1872  thirty  miles  were  operated.     The 
following  year  sixty-two  miles  were  constructed,  bringing  the 
line  to  Murphysboro.     In   1874  twenty-six  miles  were  built 
northward  from  Cairo,  leaving  a  gap  of  thirty-two  miles  to  be 
ironed  during  1875,  and  which  is  now  being  laid. 

The  maximum  grade  is  95.48  feet  to  the  mile,  and  on  many 
parts  of  the  line  the  gradient  is  heavy,  but  it  is  the  intention  of 
the  managers  to  reduce  the  grades  to  a  maximum  of  75  feet 
per  mile. 

The  sharpest  curvature  is  7°  (819  feet  radius),  and  to  retain 
it  within  this  limit,  the  engineers  have  in  many  places  incurred 
great  expense  in  excavation  and  embankment. 

Several  tunnels  occur  in  the  alignment,  one  being  1000  feet 
in  length. 

The  weight  of  rail  is  40  pounds  to  the  yard. 
The  weight  of  engines  from  10  to  23  tons. 
Estimated    cost  of  road    per    mile,   including   equipment, 
$20,894. 

Equipment — 11  locomotives,  7  passenger  cars,  3  baggage, 
mail  and  express,  403  freight  cars  of  all  classes. 

Operations  for  year  commencing  September  16,  1873,  and 
ending  June  30,  1874. 


f ' 


\:i 


lit 


iii 


46 

Gross  earnings,  ■$175,023.41.  Operating  expenses.  S138.- 
977.25  (79.4  per  cent.).     Net  earnings,  $36,  046.16. 

Financial  statement— Capital  stock  authorized,  $5,000,000; 
paid  in,  $2,626,000.  Funded  debt.  I'irst  mortgage  7  i)er  cent, 
bonds  due  1901,  $2,500,000;  floating  debt,  $266,805.45  ;  total 
liaJjilities.  $5,392,805.45  ;  average  "amount  of  stock  and  debt 
per  mile  of  road,  $35,952,03. 

S.  Staats  Taylor,  President,  Cairo,  Illinois. 

F.  Bross,  Secretary,  Cairo,  Illinois. 

F.  E.  Canda,  General  Manager,  St.  Louis,  Illinois. 

General  Office,  304  North  Fifth  Street,  St.  Louis,  Illinois. 

CENTRAL  VALL1^:Y  RAILROAD. 

This  company  was  incorporated  by  the  Legislature  of  New 
York  to  build  a  narrow  gauge  railway  between  Bainbridge,  a 
station  on  the  Albany  and  Susquehanna  Railroad,  and  Smith- 
ville  Flats,  Chenango  county,  N.  Y.,  a  distance  of  12  miles. 
Construction  commenced  in  1872,  and  the  line  was  opened 
for  traffic  the  following  year.  It  is  purposed  to  extend  it  to 
McDonough,  12  miles  further. 

Efforts  to  obtain  statistical  information  from  this  road  have 
been  without  result. 

Passenger  cars  were  built  for  it  by  Messrs.  Jackson  &  Sharp, 
of  Wilmington,  and  freight  cars  by  Messrs.  Bil'  leyer  &  Smalls. 
of  York,  Pa. 

H.  S.  Crozier,  President,  Smithville  Flats,  N.   Y. 

Thomas  Hurley,  Contractor,  Smithville  Flats,  N.  Y. 

CHESTER  AND  LENOIR  RAILROAD. 
This  company  was  organized  at  Newton,  N.  C,  on  the  loth 
of  July,  1873,  to  build  a  narrow  gauge  railway  from  Chester. 
S.  C.  to  Lenoir,  N.  C,  a  distance  of  105  miles.  During  that 
year  negotiations  were  commenced  for  the  purchase  or  con- 
solidation of  the  King's  Mountain  Railroad,  a  line  of  5  feet 
gauge,  running  between  Chester  and  Yorkville  22  miles,  with 
the  intention  of  converting  it  into  a  3-feet  gauge,  to  form  part 
of  the  Chester  and  Lenoir  Railroad.  The  negotiations  were 
consummated  April  3d,  1874,  and  the  change  of  gauge  and 
disposal  of  the  broad  gauge  rolling  stock  commenced  forth- 


47 

with.  On  August  31st  ihe  line  was  opened,  and  the  first  train 
on  the  narrow  gauge  ran  through  between  Chester  and  York- 
ville.  I'ifty  miles  that  are  under  construction  will  be  com- 
pleted ajid  opened  during  1875. 

The  maximum  grade  is  100  feet  to  the  mile. 

The  weight  of  rail  is  30  pounds  to  the  yard. 

The  weight  of  engines  10  tons. 

Cost  per  mile,  including  equipment,  $8.ooo- 

Equipment— 1  locomotivj,  2  passenger  cars.  10  freight  cars 
of  all  classes. 

A.  II.  Davega,  President,  Chester,  S.  C. 

Fleming  Gardner,  Chief  Engineer,  Chester,  S.  C. 

COLORADO  CENTRAL  RAILROAD. 

This  company  was  organized  in  1 871,  under  the  auspices 
of  the  Union  Pacific  Railway,  to  build  narrow  gauge  linos  from 
Golden  to  Central  City  and  Georgetown,  a  total  distance  of 
49  miles.  At  uolden  connection  is  made  with  the  Colorado 
Central,  standard  gauge  railway,  which  runs  to  Denver. 

During  1872  twenty-one  miles  were  operate  !,  and  the  fol- 
lowing year  four  miles  additional.  No  mileage  was  completed 
in  1874.  The  total  line  operated  on  December  31  si  was  25 
miles.     Twenty-four  miles  are  under  construction. 

The  maximum  grade  is  275  feet  to  the  mile,  and  the  aver- 
age grade  heavy. 

The  sharpest  curvature  42°  (136  feet  radius). 

The  weight  of  rail  is  32  pounds  to  the  yard. 

The  weight  of  engines  from  11  to  18  tons  each,  nearly  all 
being  placed  over  the  drivers. 

Equipment— 6   locomotives,   3   passenger   cars,    54  freight 

cars  of  all  classes. 

PL  M.  Teller,  President,  Central  City,  Col. 

J.  L.Overton,  Superintendent,  Central  City,  Col. 
CROWN  POINT  RAILROAD. 

This  Company  was  organized  in  1874  to  build  a  narrow 
gauge  railway  from  Crown  Point,  on  Lake  Champlain,  where 
the  furnaces  of  the  Crown  Point  Iron  Company  are  situated.west- 
ward  thirteen  miles  to  their  ore  beds.     The  road  was  completed 


1:1 


I 


l!  ! 


48 

and  put  in  operation  during  the  summer  of  the  same  year. 
The  line  is  controlled  and  operated  by  the  Crown  Point  Iron 
Company. 

The  weight  of  rail  is  45  pounds  to  the  yard. 

The  engines  were  built  at  Scranton  by  the  Dickson  Manu- 
facturing Company,  and  the  cars  at  Crown  Point  by  the  Com- 
pany. 

Cost  of  road,  including  equipment,  per  mile,  ^25,000  cash. 
No  further  statistical  information  could  be  obtained. 
The  line  is  reported  as  being  successfully  operated. 
John    Hammond,  President,  Crown   Point,  N.  Y. 
Thomas  Dickson,  Treasurer,    Scranton,  Pa. 
S.  M.  Weed,  Secretary,  Crown  Point,  N.  Y. 

DENVER  AND  RIO  GRANDE  RAILWAY. 

This  company  was  incorporated  October  27,  1870,  under 
the  Gei.eral  Railroad  Law  of  Colorado,  to  construct  a  railroad 
from  D'Mi\  er  to  El  Paso,  on  the  border  of  Mexico,  and  thence 
if  suitaMe  concessions  conld  be  obtained  from  the  Government 
of  Mexico,  to  the  capital  of  that  Republic,  a  projected  distance 
of  about  1720  miles,  of  which  850  would  be  in  the  United 
States. 

General  Palmer,  the  President  of  the  railway,  who  is  well 
acquainted  with  the  topography  of  the  Rocky  Mountain  region, 
and  with  the  proposed  line  of  route,  and  resources  of  the 
country,  after  studying  the  narrow  gauge  lines  in  P^urope, 
proposed  to  build  the  Denver  and  Rio  Grande  Railway  on  a 
2  feet  6  inch  gauge.  After,  however,  carefully  weighing  all  the 
statistics  and  considering  the  interests  and  requirements  of  the 
section  of  territory  through  which  the  line  would  pass,  it  was 
finall)'  decided  to  adopt  a  gauge  of  three  feet,  as  the  one  best 
ada[)ted  to  the  many  and  diversified  wants  of  Southern  Colorado 
and  New  Mexico.  Work  was  commenced  early  in  1 87 1 ,  and  the 
first  spike  on  a  narrow  gauge  track  was  driven  on  iMiday, 
July  28th.  The  first  narrow  gauge  train  was  run  over  the 
three  miles  of  track  completed,  on  August  i6th,  and  the  first 
division  of  76  miles,  from  Denver  to  Colorado  Springs,  was 
opened  for  general  traffic  on  October  27th,  1871.     The  second 


i 


49 

division,  from  Colorado  Springs  to  South  Pueblo,  43  miles, 
was  completed  and  opened,  June  15th,  1872. 

On  the  Arkansas  Valley  branch,  38  miles,  from  South 
Pueblo  to  the  coal  mines  of  Fremont  county,  were  completed 
and  put  in  operation  November  ist,  1872,  and  9  miles  from 
coal  mines  to  Canon  City,  were  constructed  and  opened  for 
general  traffic,  July  6th,  1874. 

Resume: 

Main  line,  Denver  to  South  PucIjIo ng  miles. 

Hrancli,  Suiilh  Pueblo  to  Cafiun  City 47        " 

Side  track , 6       «< 

Total  track  mileage,  December  31,  1S74 172  miles. 

The  line  is  graded  to  Huerfano,  40  miles,  which  will  be 
ironed  during  1875.  and  also  50  miles  further  to  Trinidad. 

The  maximum  grade  is  75  feet  to  the  mile,  and  the  average 
grade  36  feet  to  the  mile. 

The  sharpest  curvature  is  19°  (302.94  feet  radius),  and  the 
proportion  of  curvature  to  tangent  as  3  is  to  5. 

The  weight  of  rail  is  30  and  35  pounds  to  the  yard. 

The  weight  of  passenger  engines  12  ton^. 

The  weight  of  freight  engines    17  tons. 

P'quipment — 13  locomotives,  12  passenger  cars,  4  baggage, 
mail  and  express  cars,  and  323  freight  cars  of  all  classes 
Miller  platforms  and  Westinghouse  brakes  are  in  use  on  all 
the  passenger  trains. 

Operations  for  fiscal  year  ending  December  31,  x^J^  :  Gross 
earnings,  $392,653.89.  Operating  expenses,  $197,124.31  (50.2 
per  cent.).     Net  earnings,  ,$195,529.58. 

The  net  earnings  increased  for  the  year  88^^/4  per  cent,  over 
1872. 

For  the  year  ending  December  31,  1874,  the  gross  earnings 
are  approximated  £it  ;SS376,987,  and  the  operating  expenses  at 
56  per  cent,  ot  the  same. 

P^inancial  statement — The  capital  stock  is  unlimited,  but  in 
no  case  to  be  less  than  the  total  debt  of  the  company.  Ac- 
cording to  the  latest  returns  the  capital  stock  paid  in  was 
$3,300,000;  Funded  debt,  first  mortgage ;  7  per  cent,  gold  bonds, 
$3,196,500;  floating  debt,  none.     Total   liabilities,  $6,496,500. 


B 


-4 


I: 


50 

Wm   J.  Palmer,  President,  Colorado  Springs,  Col. 
Robt  H.  Lamborn,  Vice-president.  Philadelphia,  Pa. 
William    S.    Jackson,    Secretary  and    Treasurer,    Colorado 

Sprin<js,  Col.  ,         ,^  r  1 

\V.  VV.  Bor.st,  Superintendent,  Denver,  Col. 

DENVER,  SOUTH  PARK  AND  PACIFIC  RAILROAD. 
This  company  was  organized  in  1872  to  build  a  narrow 
.auoc  railway  from  Denver,  Colorado,  southwesterly  nito  the 
South  Park,  a  fine  agricultural,  dairying  and  stock  raisnig 
region,  a  projected  distance  of  about  lOO  miles.  Various 
causes  prevented  the  commencement  of  construction  until 
1874  when  16  miles  were  completed  and  opened  to  Morrison, 
whcvc  there  are  Sulphur  Springs  and  other  attractions.  Dur- 
ing   1875   the  line   will  be  completed  to   Fairplay,  about   50 

miles. 

The  maximum  grade  is  105  feet  to  the  mile. 

The  sharpest  curvature  20'^  (288  feet  radius). 

The  woi<dit  of  rail  is  30  pounds  to  the  yard. 

The   wefght    of.engines    14  and    18  tons-i2  and    15   tons 
respectively  being  placed  over  the  drivers. 

The  operatmg  expenses  for  the  first  six  months  were  three- 
fourths  of  gross  earnings,  and  the  Superintendent  writes  that 
had  it  been  broad  gauge  it  could  not  have  been  operated  with 
total  earnings.     He  considers  it  a  success  in  every  respect. 
Hon.  John  Evans,  President,  Denver,  Colorado. 
Benjamin  M.  Oilman,  Superintendent,  Denver. 

DES  MOINES  AND  MINNESOTA  RAILROAD. 
This  company  was  incorporated  by  the  Legislature  of  Min- 
nesota in  1873,  to  build  a  railway  from  Des  Moines  to  Ames, 
a  station  on  the  Chicago  and  North-western  Railway,  a  dis- 
tance of  thirty-seven  miles  ;  the  line  has  since  been  extended 
to  McGregor  in  Clayton  County,  one  hundred  and  sixty  miles 
furthei.     At  first  it  was  proposed  to  construct  it  of  the  stand- 
ard oauge,  but  subsequent  consideration  induced  the  laying 
down  of^a'threj  feet  gauge  track.     Grading  was  completed  in 
November,  1873,  and  track-laying  commenced  at  Des  Moines 


ton^ 


51 

January  12th,  1874,  the  line  being  completed  and  opened  for 
traffic  to  Ames,  July  29th. 

The  maximum  grade  is  80  feet  to  the  mile. 

The  sharpest  curvature  12°  (478  feet  radius). 

The  weight  of  rail  is  30  pounds  to  tlie  yard. 

The  weight  of  engines  1 5  tons,  1 2  tons  being  placed  over 
the  drivers. 

Cost  of  road  per  mile,  including  equipment,  $7,000. 

Equipment — 2  locomotives,  2  passenger  cars,  2  batiiiaire 
and  express,  44  freight  cars  of  all  classes. 

Operations,  for  the  three  months  that  the  entire  road  has 
been  opened,  have  averaged  per  month,  gross  earnings,  $4,000 
operating  expenses,  $2,500. 

Financial  Statement— Capital  stock  authorized,  $300,000; 
paid  in,  $300,000;  Funded  debt:  First  mortgage,  $130,000; 
Second  mortgage,  $70,000.  Total  funded  debt,  $200,000; 
Floating  debt,  $20,000. 

James  Callanan,  President,  Des  Moines,  Iowa. 

J.  J.  Smart,  Vice  President  and  Supt,  Des  Moines,  Iowa. 

Chas.  H.    Getchell,  Treasurer,   Des    Moines,  Iowa. 

J.  B.  Stewart,  Secretary,  Des  Moines,  Iowa. 

EAST  BROAD  TOP  RAILROAD. 

This  company  was  incorporated  May  24th,  1871,  under  the 
general  railroad  law  of  Pennsylvania,  to  construct  a  railway 
rom  Mount  Union,  on  the  Pennsylvania  Railroad,  to  Roberts- 
dale,  Huntingdon  County,  where  are  situated  some  coal 
mines,  a  distance  of  30  miles.  The  line  was  placed  under  con- 
struction during  1872,  and  the  following  year  11  miles  were 
operated  between  Mount  Union  and  Orbisonia,  at  which  place 
are  the  iron  furnaces  of  the  Rock  Hill  Coal  &  Iron  Co. 
During  1874,  the  nineteen  miles  between  Orbisonia  and 
Robertsdale  were  constructed,  and  the  entire  line  formally 
opened  for  traffic  on  October  i6th.  The  grade  is  very  heavy 
and  the  alignment  tortuous,  two  tunnels  of  830  feet  and  1,150 
feet,  respectively,  having  to  be  driven  to  reduce  the  grade  and 
reach  the  desired  point. 

The  maximum  grade  is  140  feet  to  the  mile,  and  is  continu- 


52 


i  I 


for  three  miles,  the  aver 


age  grade  for  the  entire  line  bein^ 
(338  feet  radius). 


ous 

80  feet. 

The  sharpest  curvatui  ,     _„ 

The  weight  of  rail  laid   is  40,  45    ^^^    50  pounds  to  the 
yard,  and  the  track  is  well  ballasted,  so  that  trains  run  very 

smoothly. 

The  weight  of  passenger  engines  is  17  tons. 

The  weight-  of  freight  engines  is  25  tons. 

Kquipnicnt— 5   locomotives,  2   passenger  cars,    l    baggage, 
mail  and   express,    146  freight  cars  of  all  classes. 

The  construction  account  not  being  closed,  the  cost  per 

mile  cannot  be  given. 

Financial  statement,  January   1st,  1875-Capital  stock  au- 
thorized, $500,000 ;    subscribed,  $4«9-900 ;    paid  m,  jg409-000- 
Funded  debt  7  per  cent.;  first  mortgage  bonds,  $38^^.000. 
VVm.  A.  Ingham,  Prest.,  320  Walnut  street,  Philadelphia,  Pa. 
A.    W.    Sims,    Superintendent,     Orbisonia,     Huntingdon, 
County,  Pa. 

EUREKA  AND   PALISADE  RAILROAD. 
This  company  was  organized  in  1873  to  construct  a  narrow 
gauge  railway  from  l-ureka,  Nevada,  southward  to  Palisade,  a 
station  on  the  Central  Pacific  Railway,  a  distance  of  81  miles. 
Work  was  commenced  in  1874,  and  during  the  year  50  miles 
were"  constructed  and  opened  to  traffic  about  the  end  of  the 
year;  the  balance  of  the  line  is  being  pushed  to  completion. 
The  line  is  laid  with  steel  rails,  40  pounds  to  the  yard. 
Estimated  cost  of  road  per  mile,  including  equipment,  jSiO,- 

000.  *  r     •    1  4- 

P:quipment— 2    locomotives,    2    passenger   cars,  25    lieignt 

cars. 

Edgar  Mills,  President,  Sacramento,  Cal. 

George  1 1.  Rice,  Superintendent,  Salt  Lake  City,  Utah. 

Woodruff  &  Anna,  Agents,  Palisade,  Nev. 

GALENA  AND  SOUTHERN  WISCONSIN  RAILROAD. 

This  company  was  organized  in  1 871  to  construct  a  railroad 

from  Galena,  on  the  Illinois  Central  Railroad,  via  Platteville  to 


53 


freight 


Muscoda,  on  the  Wisconsin  River,  a  distance  of  72  miles. 
During  1872-3  thirty  miles  were  graded  and  bridged,  and  one 
tunnel  of  over  400  feet  in  length  driven.  Various  causes  pre- 
vented track  laying  until  September  1874,  when  the  above 
mileage  was  ironed. 

The  maximum  grade  is  74  feet  to  the  mile. 

The  sharpest  curvature,  10°  40'  (537  feet  radius). 

The  weight  of  rail  is  35  pounds  to  the  yard. 

The  weight  of  engines  14  and  16  tons. 

Cost  per  mile,  including  equipment,  ^^l  1,000. 

Equipment — 2  locomotives,  i  baggage  and  smoking  car,  28 
freight  cars  of  all  classes. 

Operations — The  line  having  only  been  open  a  few  weeks, 
no  returns  are  made. 

Financial  statement — No  returns. 

James  M.  Ryan,  President,  Galena,   III. 

Edward  Harding,  Chief  Engineer,  Galena,  111. 

GOLDEN  CITY   AND  SOUTH    PLATTE  RAILROAD. 

This  company  was  organized  in  1871,  under  the  laws  of 
Colorado,  to  construct  a  narrow  gauge  road  from  Golden, 
where  conn(  ':ion  is  made  with  the  Colorado  Central  Railway, 
south- castWt.  .,  to  Acequia,  a  station  on  the  Denver  and  Rio 
Grande  Railway,  a  distance  of  2C  miles.  During  1873  the 
line  was  graded,  and  the  following  year  18  miles  were  ironed,  but 
owing  to  the  panic,  the  rolling  stock  has  not  yet  been  obtained. 

The  maximum  grade  is  148  feet  to  the  mile. 

The  sharpest  curvature  18°  (319  feet  radius). 

The  weight  of  rail  is  30  pounds  to  the  yard. 

Financial  Statement — Capital  stock,  $400,000. 

E.  L.  Berthoud,  Secretary,  Golden,  Col. 

IOWA  p:astern  railroad. 

This  compan}'  was  incorporated  in  1871  to  construct  a 
narrow  gauge  railway  from  Beulah,  on  the  Chicago,  Milwaukee 
&  St.  Paul  Railway,  south-west  via  Elkader  to  Des  Moines,  a 
distance  of  about  200  miles.  Work  commenced  in  the  early 
part  of  1872,  and  during  the  summer,  15  miles  were  laid.     In 


Ill  '^'' 


\.6. 


hr 


n 


I 


54 

October  the  line  was  opened  for  traffic,  without  a  station,  engine 
house,  water  tank,  turn  table  and  money.     The  only  station  at 
.  the  south  end  was  a  cloth  tent,  and  that  at  Beulah  a  baggage 
'  car      Box  tops  were  put  on  platform  cars  and  i6  transformed 
into  box   cars.     In  the   face   of  the   greatest    difficulties,  the 
railroad  was  kept  in  operation -during  the   winter   of  1872-3, 
all  freight  at  Beulah  having  to  be  transhipped  by  hand,  the 
crrain  having  to  be  handled  in  sacks.      In  December,  1872,  lOO 
car  loads  of  freight  were  delivered  to  the  Chicago,  Milwaukee 
&   St.    Paul    Railway,   which  made  a  very  liberal  arrangement 
by  which  the  little  road  obtained  a  fair  return.     During   1873 
the  railroad  was  extended  one  mile  toward  Elkader ;  a  station 
and  grain  warehouse  built  at  the  terminus;  a  water  tank,  turn 
tabl^Tand  side  track  put  in.  and  .station  buildings  erected  at  St 
Olaf,  Farmersburg.Bismarck  and  Froelich,andtheC.  M.  &St.  P. 
Railroad    built    a   station   house   at   Beulah,   and   ample    side 
tracks,  and  the  Iowa  p:astern   put   in   an   engine   hou.se,   turn 
table   and   .side   tracks.     The   track    of  the  narrow-gauge  was." 
elevated  above  the  other  railroad,  so  that  now  grain  is  handled 
in   bulk,   being    spouted  into  the  broad  gauge  cans— from  five 
to  eight  minutes  per  small   car.     During  December  the   rail- 
road handled  from  16  to  24  car  loads  per  day  to  C.  M.  &  St.  P. 
Railroad,  and  hauled,  during  the  week,  including  January  1st, 
126  car  UkkIs  into  Beulah.     In   December    153    broad   gauge 
cars   were   loaded   from   the   narrow   gauge— three  times  the 
amount   done    in  December,    1872.     In   January,    1874,  they 
earned  enough  to  pay  for  all  improveme  its.     This  railroad  has 
demonstrated  its  capacity  to  tlo  the  business  of  the  country- 
handling  hogs,  cattle,  flour,  grain,  lumber,  everything  offered, 
at  fair  and  reasonable  rates. 

During  1874  the  road  was  constructed  to  P^lkader,  4  miles, 
and  the  surveys  made  to  Motor,  20  miles  further. 
The  weight  of  rail  is  30  pounds  to  the  yard. 
The  weight  of  engines,  10  tons. 

C(ist  of  road  per  mile,  including  equipment,  Si2,O00. 
Equipment— 2   locomotives,  2   passenger    cars,    2   baggage 
cars  and  25  freight  cars  of  all  clas.ses. 

Operations  for  year  ending  December  31,   1873.  16  miles; 


55 


tht 


miles ; 


gross   earnings,   $24,^41.04.;    operp*"ing    expenses,    including 
repairs,  $15,622.52;  net  earnings,  $8,718.52, 

Financial  statement  not  published. 

K.  II.  Williams,  President,  McGregor,  Iowa. 

W.  D.  Cooke,  Treasurer,  McGregor,  Iowa. 

KANSAS  CENTRAL  RAILROAD. 

This  Company  was  organized  on  the  ist  of  June,  1871,  with 
the  above  title,  to  construct  a  railway  westward  from  Leaven- 
worth to  Denver,  with  branches  from  Ilolton  to  Netawaka,  and 
Clay  Centre  to  Salinas,  a  total  length  of  main  line  and  branches 
as  projected  of  550  miles.  The  countr}'  to  be  traversed  is 
acknowledged  to  be  the  most  fertile  and  promising  section  of 
Kansas ;  the  line  of  road  passing  through  the  most  densely 
populated  agricultural  region  of  the  State.  Con.struction  was 
commenced  in  1872,  and  during  that  year  56  miles  were 
completed  and  put  in  operation  between  Leavenworth  and 
Holton, 

The  maximum  grade  is  75  feet  to  the  mile. 

The  sharpest  curvature,  12°  (478  fpjt  radius). 

The  weight  of  rail  is  30  pounds  to  the  yard. 

The  weight  of  passenger  engines,  12}4  tons. 

The  weight  of  freight  engines,  iy}4  tons. 

Cost  of  road,  with  equipment,  pjrmile,  $14,820. 

Equipment — 3   locomotives,  2    passenger   cars,  91    freight 
cars  of  all  classes. 

Operations  and  financial  statement  not  published. 

L.  T.  Smith,  President,  Leavenworth,  Kans.. 
Paul  E.  Havens,  Secretary,  Leavenworth,  ^Cans. 
Wm.  R.  Martin,  Superintendent,  Leavenworth,  Kans. 

MARTHA'S  VINEYARD  RAILROAD. 

This  company  was  organi/.cd  in  1874  to  construct  a  harrow 
gauge  railway  across  the  Island  of  Martha's  Vineyard,  Mass., 
between  Oak  Bluffs  and  Katama,  a  dist.ance  of  9  miles,  to  ac- 
commodate the  summer  pleasure  travel.  Work  was  com- 
menced in  the  early  part  of  the  year,  the  line  being  completed 
and  open  for  traffic  August  24th. 


lir  '"^ 


Ml, 


56 

The  maximum  grade  is  52  feet  to  the  mile. 

The  weight  of  rail  is  30  pounds  to  the  yard. 

The  weight  of  engine,  10  tons. 

Equipment — I  locomotive,  2  passenger  cars. 

The  Secretary  writes:  The  receipts  for  the  two  weeks 
alone  demonstrated  it  to  be  a  perfect  success.  Mad  it  not 
been  for  the  delay  in  rolling  stock  being  ready,  the  Company 
could  have  declared  a  ten  per  cent,  dividend. 

E.  P.  Carpenter,  President,  Foxboro,  Mass. 

J.  H.  Hills.  Secretary,  Edgartown,  M,  V. 

Henry  Ripley,  Superintendent,  New  Bedford,  Mass, 

MEMPHIS  BRANCH  RAH^ROAD. 

This  Company  was  organized  at  Rome,  Georgia,  in  1873, 
to  construct  a  narrow  gauge  railway  from  Rome  westward  to 
Gadsden,  Alabama,  a  distance  of  about  17  miles,  which  were 
crraded  and  five  miles  ironed  about  the  end  of  the  year. 

The  maximum  grade  is  66  feet  to  the  mile. 

The  sharpest  curvature,  4°  30'  (12735^  feet  radius.) 

The  weight  of  rail  is  28  pounds  to  the  yard. 

The  weight  of  engine,  10  tons. 

Cost  per  mile,  including  equipment,  $13,600. 

Equipment— 1  locomotive,  i  passenger  car,  5  freight  cars  of 
all  classes. 

W.  S.  Cothran,  President,  Rome,  Ga. 

C.  H.  Stillwell,  Secretary  and  Treasurer,  Rome,  Ga. 

C.  M.  Pennington,  Superintendent,  Rome,  Ga. 

MINERAL  RANGE  RAILROAD. 
This  Company  was  chartered  by  the  Legislature  of  Michi- 
gan in  1 87 1,  for  the  purpose  of  constructing  a  railroad  from 
Copper  Harbor,  on  Lake  Superior,  thence  following  the  gen- 
eral direction  of  the  Mineral  Range  (so  called),  southwesterly 
to  some  point  on  the  Ontanagon  river,  an  estimated  distance 
of  100  miles.  Construction  on  the  first  division  (Hancock  to 
Calumet),  12I/2  miles,  was  commcaced  on  the  opening  of  the 
summer  of  1872,  and  after  the  long  winter  succeeding,  was 
resumed  and  carried  on  with  all  the  energy  requisite  to  over- 


( 


57 


of 


come  the  obstacles  presented  by  the  hard  climat<- ami  roiiLjh 
face  of  the  country.  Track  la\'iii^r  was  commenced.  August  8, 
1873,  and  on  September  8,  trains  were  run  from  Hancock  to 
Highway  Crossing,  8  miles,  and  on  October  the  i  ith,  to  Calu- 
met, 12 1 J  miles.     There  has  been  no  further  construction. 

The  maximum  grade  is  21 1  feet  to  the  mile.  There  is  also 
a  grade  of  146  feet  per  mile  sustained  for  two  miles 

The  sharpest  curvature  is  14°  (410  feet  radius). 

The  weight  of  rail  is  35  pounds  to  the  yartl. 

The  weight  of  engines,  six  drivers  connected,  17 1^  and  20 
tons;  with  the  exception  of  two  tons  all  placed  over  the  dri- 
vers. 

Cost  of  road  per  mile  including  equipment,  ^23,714.03. 

Equipment — 2  locomotives,  4  passenger  cars,  24  freight  cars 
of  all  classes. 

Operations  for  year  ending  December  31,  1874 — Gross  earn- 
ings, $99,089.48.  Operating  expenses,  $$4659-^^  (55-OI  P^r 
cent.);  net  earnings,  $44,529.88. 

Financial  .statement — Capital  stock  subscribed,  $107,700; 
paid  in,  $101,525.  Funded  debt,  first  mortgage  8  per  cent., 
bonds  $167,500.  Floating  debt,  $73,697.33.  Total  liabilities, 
$342,722.33. 

Chas.  E.  Holland,  President,  Hancock,  Mich. 
Jas.  H.  Macdonald,  Superintendent,  Hancock,  Mich. 

MONTEREY  AND  SALINAS   VALLEY    RAH.ROAD. 

This  company  was  organized  early  in  1874,  by  the  farmers 
of  Salinas  Valley,  California,  who  were  at  the  mercy  of  rail- 
road corporations  in  that  State  for  the  purpose  of  carrying 
their  grain,  etc.,  to  the  sea,  instead  of  to  San  Francisco,  and 
which  would  make  them  independent  of  monopoly  in  any 
form  whatever.  With  an  enterprise  that  does  them  much 
credit  thcv  went  to  work  and  located  a  line  between  Salinas 
and  Monterey,  where  there  is  deep  water,  a  distance  of  19 
miles,  and  also  erected  two  large  warehouses  opening  the  line 
for  traffic  in  October.  In  the  spring  of  1875,  i*"  is  intended  to 
extend  the  railroad  up  the  valley  to  Soledad,  35  miles. 
The  maximum  grade  is  100  feet  to  the  mile. 


i 


58 

The  sharpest  curvature,  10"  (573  feet  radius). 
The  wcij^ht  of  rail  is  35  pounds  to  the  yard. 
The  wcij^ht  of  en;^nnes  18  tons. 

Cost  of  road   per   mile,  includin<^^  equipment  and   erection 
of  two  warehouses,  $13,000. 

The  line  is  reported  as  doing  .'i  very  good  business. 
Financial  statement  not  returned. 

C.  S.  Abbott,   President,   Salinas    City,    Monterey    County, 
California. 


John    Markley,  Secretary,  Salinas 


Californ 


la. 


ity,  Monterey  County, 
MONTROSE  RAILROAD. 


Th 


is  company 


was   incorporated  April  15,  1869,  under  the 


general  law  of  Penns>'lvania.  to  build  a  railway  between  Mon- 
trose and  Tunkhannock.  No  action  was  taken  until  April  27, 
1 87 1,  when  the  first  meeting  was  held  and  the  board  of  direc- 
tors elected.  It  was  then  resolved  that  the  road  should  be 
built  on  a  narrow  gauge  of  three  feet,  as  it  would  be  sufficient 
for  all  the  business  likely  to  be  offered,  and  could  be  con- 
.structed  for  so  much  loss  than  a  4  feet  8'<  inch  gauge. 

Surveys  were  commenced  May  15th.  1871,  and  a   favorable 
line,  28  miles  long,  located  as  follows  :     From   the   depot  of 
the  Pennsylvania  and  New  York  Canal  and   Railroad   Com- 
pan)^  at  Tunkhannock  to  Marcy's  Pond,  thence  along  the  west 
bank  of  the  Pond  to  a  summit  between  the  waters  of  Marcy's 
Pond  and  the   Meshoppen  Creek,  crossing  the  same,  it  runs 
in  a  nearly  direct  line  to  the  village  of  Springville,  thence  by 
the  village  of  Dimock  into  the  borough  of  Montrose.     Grading 
was  commenced  in  the  summer.     The  Lehigh  Valley  Railroad 
Company  agreeing  to  furnish  the  rails,  ties,  spikes  and  splices 
necessary  for  the  superstructure  as  soon  as  Mt  was  completed. 
During  1872,  the  line  was  placed  in  running- order  to  Spring- 
ville, 14  miles,  and  by  the  end  of  1873,  to  Allenville,  25  miles. 
The  maximum  grade  is  95    feet  to   the   mile  ;    the    average 
ascendin-i-  grade  between  Tunkhannock   and  Montrose   being 
38  feet  to  the  mile. 

The  sharpest  curvature  is  18°  (320  feet  radius). 


59 

The  wci^fht  of  mil  is  40  pouiuls  to  the  yard. 

The  wci^dit  of  civ^iiic,  15  tons. 

Cost  of  road,  including;  equipment,  per  mile,  $12,844. 

luiuipment — 2  locomotives,  2  passent:;er  cars,  1  hai^^age, 
mail  and  express  car,  15  freij^ht  cars  of  all  classes. 

Fin;  iicial  statement,  December  31.  1S73— Capital  stock 
authorized,  $500,000;  subscribed,  $278,450;  paid  in.  $248.- 
351.  Inmded  debt,  7  per  cent,  bonds  maturinir  1892,  ;>30,vOO  ; 
Floatin<;  debt,  $43,821.84.     Total  lial)ilities,  $323,072.84. 

James  J.    l^)lakslce.  President,  Mauch   Chunk,  Pa. 

Charles  L.  Hrown,  Secretary,  Montrose,  Pa. 

NATCHEZ,  JACK.SON  AND  COLUMI')US  RAILROAD. 

This  Company  was  incorporated  by  the  Leijislature  of  Mis- 
sissippi, in  1 87 1,  to  construct  a  railway  from  Natchez,  via 
Jackson  to  Columbus,  a  distance  of  about  180  miles.  Work 
was  commenced  in  the  latter  i:)art  of  1872,  a  ^au^e  of  3'  6" 
bein^^  adopted,  and  the  road  located  from  Natchez  northeast 
25^4  miles  to  Fayette,  the  county  seat  of  Jefferson  county — 
the  road  bed  hchv^  completed  for  12  miles  out  of  Natchez. 
The  rails  were  laid  on  ten  miles  durin<r  1873.  On  February 
10. 1 874,  the  President  of  the  Company  invited  proposals  for  the 
con.struction,  completion  and  equipment  of  the  road  to  Fayette, 
the  company  paying-  no  money  on  the  contract,  but  offerin<^ 
its  property  and  resources  for  the  ultimate  satisfaction  of  the 
contractor,  which  consists  of  bonds  of  the  county  of  Adams, 
amounting  to  $134,900,  bearing  an  interest  of  seven  i)er  cent., 
•  payable  annually;  of  timber  sufficient  for  all  bridges  as  far  as 
3  44-100  miles  from  the  terminus  of  the  completed  section,  ot 
one  hundred  tons  of  rails,  not  yet  laid,  and  the  power  of  the 
company  for  leasing  or  mortgaging  the  road,  which  is  now 
unincumbered. 

Every  effort  to  obtain  late  information  has  b(;en  unsuc- 
cessful. 

W.  D.  Martin,  President,  Natchez,  Miss. 

J.  11.  Fitzpatrick,  Secretary,  Natchez,  Miss. 

S.  M.  Preston,  Chief  Engineer,  Natchez,  Miss. 


6o 


"i. 


I 


i   I! 

^1 


i    Ji 


NORTH    PACIITC  COAST  RAILROAD. 

This  CotTip.'iiiy  was  incorporated  and  certificate  filed  in  the 
office  of  the  Secretary  of  State  of  California,  December  19, 
1871. 

The  line  of  route  is  as  foUows :  Startin;^  at  deep  water  at 
Sancelito,  just  opposite  the  City  of  San  Francisco,  with  which 
it  connects  by  ferries,  it  skirts  for  two  miles  the  shore  of 
Richardson's  li  ly,  thence  cros^ini^  an  arm  of  the  same  bay  by 
means  of  a  substantial  bri(l;^e  4,000  feet  in  lenf:jth,  it  passes 
through  Marin  county,  via  the  town  of  San  Rafael,  to  To- 
males,  at  the  head  of  the  bay  of  that  name,  thence  throuj;h 
Sonoma  county  to  the  Russian  Riv^er,  crossin;^  which  four 
miles  from  its  mouth,  it  follows  near  the  coast  of  the  ocean  to 
the  mouth  of  the  Waihalla  River,  a  distance  of  1  i  5  miles,  and 
is  projected  from  there  to  Humboldt  Bay,  making  total  length 
of  line  225  miles.  The  line  passes  through  a  very  fertile  and 
wealthy  region.  The  topography  of  the  country  it  traverses 
warranted  the  largest  estimate  of  economy  in  first  cost,  equip- 
ment and  operation.  The  narrow  gauge  possessing  these 
features,  it  was  accordingly  adopted. 

The  surveys  were  made  in  1S72.  work  being  commenced 
at  various  points  on  the  main  line  in  T'ebruary  of  the  follow- 
ing year.  Owing  to  the  several  tunnels,  bridging  and  trestle 
work,  track-laying  was  delayed  until  1874,  when  51  miles  were 
ironed  and  opened  for  traffic  about  the  end  of  the  year.  Thirty 
miles  are  under  construction,  and  will  shortly  be  put  in  opera- 
tion. 

The  maximum  grade  is  121  feet  to  the  mile,  maintained  for 
2}4  miles.  There  is  also  one  of  85  feet,  1^4  miles  long,  and 
another  of  80  feet,  2  miles  in  length,. and  the  average  grade  is 
exceptionally  heavy. 

The  sharpest  curvature  is  22°  23'  (256  feet  rad  usY  set  out 
on  the  maximum  grade.  The  prevailing  curvatu  is  10°  to 
16°  ;  the  proportion  of  curvature  to  tangent  being  about  as  5 

is  to  3. 

Number  of  lineal  feet,  trestle  and  pile  bridges,  17,600. 
Number  of  lineal  feet,  truss  bridges,  570. 


t| 


6i 


Tlicrc  are  several  tunnels  on  the  line,  cne  lain^  1250  feet  in 
length. 

The  weight  t)f  rail  is  35  pounds  to  the  yard. 

The  weight  of  engines,  four  wheels  and  six  wheels  connected, 
is  22'.^  ton^,  16  and  17  tons  being  placed  over  the  In'- 
vers.  One  engine,  on  the  Fairlie  principle,  single  boiler,  six 
wheels  connected,  weighs  32  tons,  24  tons  being  placed  over 
the  drivers. 

The  average  cost  per  mile,  including  equipment  for  first 
division,  is  ^'  ;.   lated  at  $23,400. 

Equipment — 5  locomotives,  9  passenger  cars,  3  baggage, 
mail  and  express,  101  freight  cars  of  all  classes. 

Operations — The  line  having  just  been  opened,  no  returns 
have  been  received. 

A.  D.  Moore,  Prest.  426  California  street,  San  Francisco, 
California. 

Howard  Schuyler,  Chief  Engineer,  San  Francisco,  Cal. 

Geo.  F.  Ilartwell,  Superintendent,  San  Franci.sco,  Cal. 

NORTH  AND  SOUTH  OF  GEORGIA  RAH.ROAD. 

This  Company  was  organized  in  the  city  of  Rome,  Ga.,  on 
August  I  ith,  187 1,  under  and  by  an  act  of  the  Legislature  of 
the  State  of  Georgia,  approved  October  ^4,  iS/0,  to  construct 
a  narrow  gauge  railway  from  Climbus  to  Konic,  a  distance 
of  130  miles  via  La  Grange  and  Currollton. 

During  1872.  some  60  miles  were  graded,  and  in  the  latter 
part  of  the  year  a  few  miles  were  ironed.  In  1873,  23  miles 
were  opened  for  traffic  between  Columbus  and  Hamilton 
Nothing  further  has  been  done  owing  to  the  late  panic,  and  the 
railway  has  now^  passed  into  the  hands  of  a  Receiver  since  its 
failure  to  pay  the  interest  on  the  bonds  issued  it  by  the 
State. 

The  maximum  grade  is  90  feet  to   ihc  mile. 

The  sharpest  curvature  6°  (955  feet  radius). 

The  weight  of  rail  is  30  poinds  to  the  yard. 

The  weight  of  engines  15  tons. 

Cost  per  mile,  including  equipment,  $15,000. 


il'i'j 


u* 


,1  i  ■ 


('•  'I 


m'n 


r  it 


I  III 


62 

Rquipment~2    locomotives,  2   passenger   cars,  4  baggage 
and  express,  16  freight  cars  of  all  classes. 

Operations  and  financial  statement  not  published. 
T.  E.   Blanchard,   President,  Columbus,  Ga. 
Dr.  Llewellen,  Receiver,  Columbus,  Ga. 

OHIO  AND  TOLEDO  RAILROyVD. 

This  Company  was  incorporated  in  1872,  and  is  a  continua- 
tion of  the  Painesville  and  Youngstovvn  Railroad,  with  which  it 
connects  at  the  latter  point,  running  by  the  valley  of  Mill 
Creek  to  Columbiana,  thence   by  way  of  Leetc  Guilford. 

Hanover,  Lynchburg,  East  Rochester,  MinervK  Jneida  and 
Carrollton,  to  the  Conotton  Valley,  terminating  at  Cannons- 
burg,  in  the  vast  coal  fields  of  Carroll  and  Tuscarawas  coun- 
ties, a  total  distance  of  65  miles  and  from  thence  is  projected 
to  Toledo.  Work  was  commenced  in  the  summer  of  1874, 
and  22  miles,  between  Oneida  and  Guilford,  built  on  the 
towing  i^ath  of  the  old  Sandy  and  Beaver  Canal,  were  com- 
pleted and  opened  for  traffic  in  September.  The  balance  of 
the    road  is  now    under  construction  and  will  be  in  operation 

during  1875. 

The  grades  and  curves  are. very  easy. 

The  weight  of  rail  is  32  pounds  to  the  yard. 

The  weight  of  engines,  16  tons. 

Cost  per  mile,  including  equipment,  estimated  at  $9,000. 

Equipment— 2  locomotives,  2  passenger  cars,  6  freight  cars 
of  all  classes. 

E.  R.  Eckley,   President,  Minerva,   Ohio. 

Geo.  P.    Davis,  Treasurer,  Minerva,  Ohio. 

S.  Weaver,  Secretary,  Minerva,  Ohio. 

OLYMPIA  RAHJIOAD. 

This  Company  was  organized  in  1873,  at  San  F'rancisco,  to 
construct  a  narrow  gauge  railway  from  Olympia,  the  capital 
of  Washington  Territory,  to  Tenino,  twenty-five  miles  below 
Puget  Sound,  where  are  situated  some  coal  lands— a  distance 
of  about  2Q  miles.     Work  was  commenced  in  1874,  and  about 

J   line  was  completed.     No   statistical 


;ir 


the  end  of  the  ye 
information  could  be  obtained. 


n 


i 


63 

Average  cost  of  road  per  mile,  includingequipmcnt,  $15,000. 
Financial  statement— Capital  stock  authorized,  ;^  1,000,000. 
Olympia    Railroad  and  Mining  Company,    Snn   Francisco, 
California. 

PAINESVILLE     AND    YOUNGSTOWN     RAILROAD. 

This  company  was  organized,  and  certificate  of  incorpora- 
tion filed  in  the  office  of  the  Secretary  of  State  for  Ohio,  No- 
vember 17,  1870;  being,  we  believe,  the  second  narrow  gauge 
railway  company  formed  in  the  United  States. 

The  capital  stock  authorized  by  the  charter  is  ;$2,00O,O0O, 
and  the  line  of  route  from  Fairport  Harbor,  Lake  Erie,  via 
Painesville  to  Youngstown,  a  distance  of  64  4- 10  miles. 

The  engineers  commenced  surveymg  the  line  on  July  24th, 
1 87 1.  In  locating  the  line  the  advantages  offered  by  the  par- 
tially constructed  road-bed  of  the  Painesville  and  Hudson  Rail- 
road were  availed  of  to  Chardon,  a  di.stance  of  12  miles.  The 
company  for  the  use  of  this  road-bed  paid  $60,000. 

On  July  4th,  1872,  twelve  miles  were  completed  rnd  put  in 
operation,  and  in  the  following  year  eleven  miles  additional, 
making  the  total  line  operated  during  1873,  23  miles.  Forty- 
one  miles  were  completed  in  1874,  thus  making  the  total 
amount  of  track  laid  on  D-cember  31st,  1874,  64  miles,  of 
which  only  fifty  miles  were  operated,  owing  to  want  of  depot 
facilities,  and  difficulties  of  procuring  right  of  way  through 
the  corporation  limits  of  tli>    city  of  Youngstown. 

The  maximum  grade  which  it  was  found  necessary  to  main- 
tain for  t\/o  miles  is  82  feet  per  mile  ;  there  is  also  one  of  60 
feet  maintained  for  three  miles. 

The  sharpest  curvature  is   14°  (410  feet  radius). 

The  weight  of  rail  is  35  pounds  to  the  yard. 

The  weight  of  passenger  engines  12  tons. 

The  weight  of  freight  engines  18  tons. 

Average  cost  per  mile,  including  eciuipment,  $ig,ooo. 

Equipment— 6  locomotives,  4  passenger  cars,  2  baggage, 
mail  antl  express  cars,  73  freight  cars  of  all  classes. 

Financial  Statement — According  to  the  latest  returns,  cap- 
tal  .stock  authorized,  $2,000,000;  paid  in,  $571,314. 


^■^i^. 


I;  i  :;? 


•  ';! 


64 

Paul  Wick,   President,  Youngstown,  Ohio. 

A   B.  Cornell,  Secretary.  Youngstown.  Ohio. 

Mason  Kv^ns.   Assistant  Secretary.    Youngstown,  Ohio. 

G.   R.  Crane,  Superintendent.  Youngstown.  Ohio. 

PARKER  AND  KARNS  CITY  RAILROAD. 

This  Company  was  incorporated  June  30th.  1873.  under  the 
General  Railroad  Law  of  Pennsylvania,  to  construct  a  narrow 
gauge  railway  from  Parker  Junction,  on  the  Alleghany  Rivei 
fo  Karns  City,  in  Butler  county,  a  distance  of  10  miles.     The 
•  .    n    s  up   he  winding  valley  of  Bear  Creek,  passing  through 
P    ro  a  and  the  lower  oil  regions,  and  is  projected  beyond 
Ka  n    City  to  Millerstown.     The  road  was  placed  under  con- 
^  :ction  m  1873.  and  by  the  end  of  the  year  four  n^iles  were 
ia  operation.     On  April   8th,    187.,  the  line  between  Paiker 
junction  and  Karns  City  was  formally  opened  for  traffic. 
^    Thl  maximum  grade  is  96  feet  to  the  mile,  and  the  average 

for  the  entire  line  83  feet  to  the  m,le. 

The  maximum  curvature  on  the  mam  line  is   27    (212   kct 

radius),  on  side  track  47°  (^22  feet  radius). 
The  weight  of  rail  is  30  pounds  to  the  yard. 
The  weight  of  passenger  locomotives  i6><^  tons. 
The  weight  of  freight  locomotives  18  tons. 
The  cost  per  mile,  including  equipment,  $26,012.88. 
Equipment— 4  locomotives,  5    passenger  cars.  2    baggage, 
mail  and  express,  43  f'-eigl^t  cars  of  all  classes. 
Operations  for  year  ending  December  3  ist,  1 874 : 
DurincT  the  first  three  months  only  four  miles  were  operated, 
and  in  tht^  latter  part  of  the  year  the  expenses  were  exception- 
ally heavy,  so  that  the  following  figures  should  not  be  taken 

IS  a  test  of  the  road  : 

Gross  earnings  S?  13 1,^89.90  ;  operating  expenses,  $74,997 -Oi 
c6QP-:rcent).     Net  earnings  $56,692.89. 
^   Financial  Statement.-Capital  stock  authorized,   $150,000; 
.aid  in.  $75,000;  funded  ^^^'^^' ^-^-^^Sage  7  pe-ent^^ 

-J-    floating    debt,  $78.44244^     Total  liabilities. 


boi 


$'->3. 


V| 


$2i6,442.44. 

Saml.  D.  Karns,  President,  larker.  la. 


\l 


65 

F.  Parker,  Vice-President,  Parker,  Pa. 

R.  M.  Moore,  Auditor,  Parker,  Pa. 

W.  C.  Mobley,  Superintendent,  Parker,  Pa. 

PEACHBOTTOM   RAILROAD. 

This  company  was  incorporated  by  an  Act  of  the  General 
Assembly  of  Pennsylvania,  approved  March  24th,  1868.  Sup- 
plements thereto  were  passed  at  the  sessions  of  the  Legislature 
in  1 87 1-2,  1872-3,  granting  additional  privileges.  During 
1872  the  line  was  located  as  follows  :  Leaving  Oxford  on  the 
Philadelphia  and  Baltimore  Central  Railroad,  it  pursues  a  west- 
ward course  through  Lancaster  county,  crossing  the  Susque- 
hanna river  just  opposite  Peachbottom,  thence  northwestward 
to  York,  a  distance  of  60  miles.  From  York  it  is  proposed  to 
extend  the  line  to  the  eastern  terminus  of  the  East  Broad  Top 
Railroad,  85  miles,  thus  forming  a  through  coal  route  145 
miles  in  length,  from  the  great  coal  field  of  Broad  Top  eighty 
square  miles  in  area  to  the  eastern  markets.  Some  twelve 
miles  were  graded  in  1872,  and  during  the  following  year  track 
was  laid  on  eight  miles,  but  was  not  operated.  In  1874,  38 
miles  were  completed  and  put  in  operation.  Twenty-two 
miles  are  now  under  construction,  and  will  be  opened  shortly. 

The  maximum  grade  is  100  feet  to  the  mile. 

The  sharpest  curvature  19°  (303  fcet  radius). 

The  weight  of  rail  is  30  pounds  to  the  yard. 

The  weight  of  engines  10  to  12  tons,  all  placed  over  drivers. 

p:quipment— 3  locomotives,  3  passenger  cars,  18  freight  cars 

of  all  classes. 

Operations  and  financial  statement  not  reported. 
S.   G.    Boyd,   President,  York,  Pa. 
Samuel  Dickey,  Vice  President,  Oxford.  Pa. 
Wm.  Wallace,   Secretary,  Hopewell  Centre,  Pa. 

PEEKSKILL  VALLEY  RAILROAD. 

This  railway  was  built  by  the  Peekskill  Iron  Company    in 

1873.  from  their  furnaces,  at  Peekskill,  Westchester  county, 

to  a  point  on  the  Hudson    River  Railroad,  a  distance  of  five 

and  a-half  miles.     The  gauge  of  this  railway  is  two  feet,  and 


,'  i 


si 


■  ii 


:    11 


II  1 


66 

it  is  the  narrowest  on  this  continent.  The  superstructure  and 
equipment  is  very  light.  The  only  statistical  data  obtained 
is  that  the  weight  of  the  engine  is  four  tons. 

Communications  should  be  addressed  to  the  company. 

PITTSBURG  AND  CASTLE   SHANNON   RAILROAD. 
This  company  was  incorporated  under  the -General  Railroad 
Law  of  Pennsylvania,  April  4th,  1868,  to  construct  a  railway 
from  Pittsburg  to  Finleyville  via  Castle  Shannon,  where  are 
situated  the  coal  mines  of  the  company;  the  hne  has  since 
been  projected   to  Waynesburg,  in  Greene  county    45   ^"»l^s 
south  of  Pittsburg.     Part  of  the  road  was  purchased  from  the 
Pittsburg  Coal  Company,  who  had  laid  down  a  track  of  3  feet 
4  inches,  which  gauge  has  been  adhered  to.     During    1872 
three  miles  were  placed  in  operation,  and  the  following  year 
three  additional,  bringing  the  line  to  Castle  Shannon.    In  1874 
four  miles  were  constructed,  making  total  length  of  track  laid, 
December  31st.  lO  miles.     The  entire  road  is  built  very  sub- 
stantially in  order  to  sustain  a  heavy  coal  traffic. 
The  maximum  grade  is  80  feet  to  the  mile. 
The  sharpest  curvature  45"  5o'  (125  ^et  radius). 
The  weight  of  rail  is  45  pounds  and  60  pounds  to  the  yard 
The  weight  of  passenger  engine,  12  tons. 
The  weight  of  freight  engines,  from  9  to  20  tons. 
Ccst  per  mile,  including  equipment,  ^40.000. 
Equipment— 6  locomotives,  6  passenger  cars,  3  freight  cars, 

300  coal  cars. 

Operations  for  year  ending  December  31st,  1874:  gross 
earnings,  $352,000;  operating  expenses,  $280,000  (79-54  Per 
cent.);  net  earnings,  $72,000. 

Fi-ancial  Statement— Capital  stock  authorized,  $1,000,000; 
paid  in  $541,000,  funded  debt,  first  mortgage  6  per  cent, 
bonds,  $246,000 ;     floating  debt,  $83,000.      Total    liabilities, 

$870,000. 

M.  D.  Hays,  President,  Pittsburg,  Pa. 

Josiah  Reamer,  Secretary  and  Treasurer,  Pittsburg,  Pa. 


If 

1  ■'. 

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67 

RIO  GRANDE  RAILWAY. 

This  Company's  charter  is  dated  August  12th,  1870,  but  it 
was  not  organized  till  May  22d,  1871,  when  it  was  resolved 
to  build  a  railway  from  Brownsville  on  the  Rio  Grande,  oppo- 
site Matamoras,  Mexico,  eastward  to  Point  Isabel,  m  the 
harbor  of  Brazos  Santiago  on  the  Gulf  of  Mexico,  a  distance 
of  22  miles,  with  a  gauge  of  3  feet  6  inches.  Work  was  com- 
menced in  1872,  and  eight  miles  constructed  during  that  year 
In  1873  fourteen  miles  were  built,  completing  the  road,  when  it 
was  opened  for  traffic. 

The  maximum  grade  is  8  feet  to  the  mile,  and  the  curvature 

almost  nil.  , 

The  weight  of  rail  is  36  pounds  to  the  yard. 

The  weight  of  engines  is  14  tons. 

The  Secretary  reports  that  they  are  doing  a  very    good 

business. 

Financial  statement  not  published. 

Antonio  Longaria,  PresL ,  Brownsville,  Cameron  Co.,  Texas. 

Jos.  Kleiber,  Secretary,  Brownsville,  Cameron  Co.,  Texas 

H.  N.  Zook,  Superintendent,  Brownsville,  Cameron,  County, 
Texas. 

RIPLEY  RAILROAD. 

This  Company  was  organized  in  1871.  to  build  a  narrow 
gauge  road  from  Middletown,  a  station  on  the  Memphis  and 
Charleston  Railroad,  to  Ripley,  in  Tippah  county.  Miss.,  a  dis- 
tance of  26  miles.  Grading  was  commenced  and  completed 
by  the  Company,  and  the  iron  and  equipment  furnished  by  the 
Southern  Security  Company,  who  own  and  operate  the 
road  ;  the  line  being  opened  for  traffic  in  the  latter  part  of 

1872. 

The  maximum  grade  is  106  feet  to  the  mile. 

The  weight  of  rail  is  35  po^^ds  to  the  yard. 

The  weight  of  engines,  12  to  15  tons. 

Cost  of  road,  including  equipment,  per  mile,  $12,500. 

Equipment-2   locomotives,  2  passenger  cars,  i   baggage, 
1 5  freight  cars  of  all  descriptions. 


1 


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68 

Operations  and  financial  statement  not  published. 
Communications  should  be  addressed  to  the  Southern  Secu- 
rity Company,  Memphis,  Tenn. 

SAN  LUIS  OBISPO  RAILROAD. 

This  Company  was  organized  in  1873  to  construct  a  narrow 
gauge  railway  from  San  Luis  Obispo,  California,  to  the  steamer 
landing  on  the  bay  at  Avila,  thence  south  via  Arroya  Grande 
into  Santa  Maria  county,  a  distance  of  about  36  miles.  Work 
was  commenced  in  1874  on  the  divi  ion  between  San  Luis 
Obispo  and  Avila,  9  miles,  which  is  believed  to  be  now  in 
operation. 

No  statistical  information  could  be  o^tained. 

David  C.  Norcross,  President,  San  Luis   Obispo,  California 

SANTA  CRUZ  RAILROAD. 

This  company  was  organized  in  1873  to  build  a  narrow 
gauge  railway  from  the  harbor  of  Santa  Cruz  to  Watsonville, 
a  station  on  the  Southern  Pacific  railway,  a  distance  of  25 
miles.  Grading  commenced  the  same  year,  but  tracklaying 
was  delayed  until  the  end  of  1874,  when  8  miles  were    ironed. 

No  statistical  information  could  be  obtained. 

F.  A.  Hihn,  President  and  Manager,  Santa  Cruz,  California. 

SUMMIT  COUNTY  RAILROAD. 

This  Company  was  organized  in  1873  in  Salt  Lake  City,  to 
construct  a  narrow  gauge  railway  from  Echo,  a  station  on  the 
Union  Pacific  Railway,  south-eastward  to  Coalville,  a  distance 
of  about  9  miles.  W^rk  was  commenced  and  the  line  com- 
pleted and  opened  during  1873.  A  Company  has  since  been 
incorporated  to  build  a  line  35  miles  in  length,  from  Coalville 
westward  to  Salt  Lake  City. 

The  maximum  grade  is  300  feet  to  the  mile. 

The  sharpest  curvature  not  known. 

The  weight  of  rail  is  30  pounds  to  the  yard. 

No  further  information  obtainable. 

J.  A.  Young,  President,  Salt  Lake  City,  Utah  T. 

Wm.  M.  Riter,  Superintendent,  Coalville,  Summit  Co., 
Utah  T. 


V  I 


1 


'4 


69 

TOLEDO  AND  MAUMEE  RAILROAD. 

This  Company  was  incorporated  and  certificate  filed  in  the 
office  of  the  Secretary  of  State  for  Ohio,  May  i6th,  1873.  Or- 
ganization did  not  take  place  till  September.  The  line  runs 
between  Toledo  and  Maumee,  all  in  Lucas  county,  a  distance 
of  8  miles,  which  was  completed  and  opened  for  traffic  August 
12,  1874.  The  road  has  since  been  projected  to  Van  Wert, 
on  the  Ohio  State  line,  a  distance  of  80  miles,  part  of  which 
is  now  under  construction,  there  to  connect  with  the  41st 
parallel  narrow  gauge  railway  of  Indiana,  which  is  to  connect 
with  the  Kcithsburg  and  Eastern,  which  will  connect  with  the 
Keithsburg  and  Council  Bluffs  Railway. 

On  all  these  railways  some  work  is  being  done,  and  when 
all  are  completed  a  consolidation  will  be  effected,  thus  forming 
an  air  line  between  the  great  grain-growing  regions  of  the 
north-west  and  the  port  of  Toledo,  to  be  known  as  the  41st 

Parallel  Railroad. 

The  maximum  grade  is  15  feet  to  the  mile. 

The  sharpest  curvature  30°  58'  (185  feet  radius). 

The  weight  of  rail  is  25  pounds  to  the  yard. 

The  weight  of  engine  83^  tons. 

Cost  per  mile,  including  equipment,  ^6,875. 

Equipment— I  locomotive,  I  passenger  car,  5  freight  cars 

of  all  classes. 

Financial    statement— Capital  stock  authorized,  jS  12 5,000  ; 
subscribed,  ^48,000;  paid  in,  ^41,000;  Funded  debt,  none. 

Wm.  J.  Wells,  President,  Toledo,  Ohio. 

Geo.  W.  Reynolds,  Vice-President,  Toledo,  Ohio. 


TUSKEGEE  RAILROAD. 

This  Company  was  organized  under  the  laws  of  Alabama  m 
1 87 1,  to  construct  a  narrow  gauge  road  from  Tuskegee  to 
Chehaw,  a  distance  of  6  miles.  Work  was  commenced  the 
same  year,  and  the  line  completed  in  November. 

The  maximum  grade  is  60  feet  to  the  mile. 

The  weight  of  rail  25  pounds  to  the  yard. 

The  weight  of  engine  10  tons. 


70 


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Equipment— I  locomotive,  i  passen-cr  car.  3 

all  classes. 

G.  W.  Campbell,  Superintendent,  Tuskegee,  Ala. 

UT'\H  NORTHERN  RAILROAD. 
This  Company  was  organized  in  the  fall  of  1 871.  to  con- 
struct a  narrow  gauge  railroad  from  Brigham,  a  station  on  the 
Central  Pacific  Railway,  via  Logan  to  ^^^f;^^^";^^ 
61  miles.  The  line  has  since  been  extended  from  Bnglam 
southward  to  Ogden,  25  miles,  and  northward  to  a  pomt  on 
the  Northern  Pacific  Railway,  in  Montana,  a  total  projected 
distance  of  450  miles. 

Work  was  commenced  in  1872,  and  durmg  that  yea.  -^ 
miles  were  constructed  and  (operated  between  Brigham  and 
Hampton.  In  1873  the  line  was  extended  to  Hyde  Park,  21 
miles,  and  1 1  miles  were  laid  from  Ogden  northwarel  Durmg 
1 874 the  line  was  completed  to  Brigham,  and  from  Hyde  Park 
to  Eranklin,  30  miles,  making  total  line  in  operation  at  the  end 
of  1874.  86  miles. 

The  maximum  grade  is  96  feet  to  the  mile. 

The  weight  of  rail  is  30  pounds  to  the  yard. 

The  weight  of  engines  13  and  17  tons.  _ 

Equipment-5  locomotives,  4  passenger  cars,  42  freight  cars 

of  all  classes. 

The  line  having  only  been  open  a  short  time,  its  operations 

are  not  published. 

Financial  statement  not  given. 

Tohn  W.  Young,  President,  Salt  Lake   City,  Utah. 
Moses  Thatcher,  Secretary  and  Superintendent,  Logan,  Utah . 
Chas.  Nibley,  G.  F.  and  T.  Agent,  Logan,  Utah. 
UTAH  WESTERN  RAILWAY. 
This  company  was  organized  in  1874  to  purchase  all  rights 
and  interests  of  the  Salt  Lake,  Sevier  Valley  and     loche  nar^ 
row  gauge  railway,  which  had  twenty  miles  of  its  hne  graded 
and  bridged,  etc.     The  transfer  was   consummated   m   Sep- 
tember and  the  line  of  route  laid  as  follows  :  , 
Leaving  Salt  Lake  City,  it  runs  westward  to  the  southern 


71 

extremity  of  Great  Salt  Lake— 20  miles  ;  thence  to  Stockton, 
in  Tooele  County— 45  mil^^  *>  '^"^  f^""'"  whence  is  projected  to 
the  Pacific.  Track  laying  was  commenced  in  November, 
and  by  the  end  of  the  year  18  miles  were  completed  and  put 
in  operation.  Construction  is  still  going  on,  the  entire  line  to 
be  open  during  1875. 

The  maximum  grade  is  74  feet  to  the  mile. 

The  curvature  is  almost  nil— the  alignment  being  very  direct. 

The  weight  of  rail  is  30  pounds  to  the  yard. 

The  weight  of  engine  19  tons. 

Equipment— I  locomotive,  2  passenger  cars,  i8  freight  cars 

of  all  classes. 

Financial    Statement-Capital    Stock,    $920,000.     Funded 

debt,  $720,000. 

John  W.  Young,  President,  Salt  Lake  City.  U.  1. 
H.  B.  Clawson,  Vice  President.  Salt  Lake  City,  U.  T. 
John  N.  Pike,  Secretary,  Salt  Lake  City,  IJ.  T- 
H.  P.  Kimball,  Superintendent,  Salt  Lake  City,  U.  1 . 

WALLA  WALLA  RAILROAD. 
This  Company  was  organized  in  1872,  to  construct  a  narrow 
gauge  railway  from  Walla  Walla,  Washington  Territory  east- 
ward twenty  miles  to  a  point  on  the  Oregon  state  line.  Work 
commenced  in  1873,  and  during  that  year  ten  miles  were  con- 
structed;  the  following  year  ten  miles  additional,  completing 

the  line.  ,     ,  ,         1     cr    ^^ 

No  statistical  information  could  be  obtained,  although  efforts 

were  made  to  secure  it. 

D.  S.  Baker,  President,  Walla  Walla,  W.  T. 

WASATCH  AND  JORDAN  VALLEY  RAILROAD. 

This  Company  was  incorporated  in  1873,  to  construct  a 
narrow  gauge  railway  from  Sandy,  a  station  on  the  L^tah  South- 
ern  RaiUvay,  to  Alta  City,  in  Little  Cottonwood  Canon,  where 
the  "  Emma"  and  other  large  mines  are  situated,  a  distance  ot 
about  16  miles.  During  1873.  twelve  miles  were  completed 
and  opened  between  Sandy  and  Fairfield,  and  in  1874  it  was 
extended  two  miles. 


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72 

The  maximum  grade  is  287  feet  to  the  mile.  There  is  a 
grade  of  250  feet  to  the  mile  continuous  for  3  miles,  and  the 
ruling  gradient  is  heavy. 

The  line  is  reported  as  doing  a  good  business.  No  statisti- 
cal information  or  statements  returned. 

Wm.  Jennings.  President,  Salt  Lake  City. 

P'rank  Fuller,  Superintendent,  Salt  Lake  City. 

WORCESTER  AND  SHREWSBURY  RAILROAD. 
This  Company  was  organized  under  the  Massachusetts  Gen- 
eral Railroad  Law  of  1872,  and  certificate  filed  April  27,  1873, 
to  construct  a  narrow  gauge  road  from  Washington  Square,  in 
the  City  of  Worcesto-,  to  the  westerly  shore  of  Lake  Quin- 
sigamond,  near  the  dividing  line  between  Worcester  and 
Shrewsbury,  a  distance  of  about  3  miles,  thence  to  Shrews- 
bury, the  line  being  built  to  accommodate  pleasure  travel. 

Work  was  commenced    in   May,  and   the    road   formally 
opened  for  public  travel  on  July  31,  1873. 

The  maximum   grade  is  160  feet  to  the  mile,  partly  on  a 

12°  curve. 

The  sharpest  curvature  is  15°  40'  (366.8  feet  radiu.s). 

The  weight  of  rail  is  35  pounds  to  the  yard. 

The  weight  of  engine  4  tons. 

Equipment — i  locomotive,  2  passenger  cars. 

Cost  of  road,  including  equipment,  per  mile,  ^10,836.96. 

Financial    statement— Capital    stock    authorized,   $40,000; 
paid  in,  ;$26,225  ;  floating  debt,  ^2,168.    Total  liabilities,  $28,- 

393- 

E.  B.  Stoddard,  President,  Worcester,  Mass. 

Joseph  E.  Davis,  Treasurer,  Worcester,  Mass. 

James  Draper,  Superintendent,       " 

WYANDOTT,  KANSAS  CITY  AND  NORTHWESTERN 

RAILROAD. 

This  Company  was  organized  und(^r  the  General  Railroad 

Law  of  Missouri,  on  the  loth  day  of  June,  1872,  to  construct 

a  narrow  gauge  railway,  from  Kansas  City,  Mo.,  East  through 

the  counties  of  Jackson,  Lafayette,  Saline,  Howard,  Boone, 


y 


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73 

Callaway,  Montgomery,  Warren,  St.  Charles  and  St.  Louis,  to 
the  city  of  St.  Louis,  a  distance  of  about  240  miles. 

The  line  of  route  passes  through  an  exceedingly  fine  agri- 
cultural region,  and  contiguous  to  the  road  in  Lafayette  and 
Saline  counties,  there  are  deposits  of  an  excellent  (piality  of 
bituminous  coal.  Surveys  were  commenced  in  April,  1873. 
but  no  construction  on  the  first  division,  between  Kansas  City 
and  Arrowrock  (owing  to  the  panic)  was  commenced  until  the 
spring  of  1874.  On  June  15th,  the  first  spike  was  driven  at 
Independence,  Mo.,  and  the  first  train  ran  through  from 
Kansas  City  to  Independence,  10  miles,  August  3d. 

The  maximum  grade  is  76  feet  to  the  mile. 

There  is  no  sharp  curvature. 

The  weight  of  rail  is  30  pounds  to  the  yard. 

The  weight  of  engines,  15  tons. 

Cost  of  road,  including  equipment,  per  mile,  ^18,500. 

Equipment— 2  locomotives,4  passenger  cars,22  freight  cars 

of  all  classes. 

Operations.  Gross  earnings  have  averaged  $1,300,  per 
month.  Operating  expenses  not  published.  Financial  state- 
ment, withheld. 

Capital  Stock  authorized,  $2,000,000. 

F.  C.  Fames,  President,  Kansas  City,  Mo. 

A.  L.  Harris,  Treasurer,  Kansas  City,  Mo. 

H.  Hale,  Superintendent  &  C.  E.,  Kansas  City,  Mo. 


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CANADIAN  NARROW  GAUGF  RAILWAYS. 

From  a  report  of  Mr.  Edmund  Wra^^n',  v,  vcd  in  1871,  we 
make  the  following  extracts: 

"The  narrow  gauge  railways  which  have  been  already  con- 
structed in  the  Dominion  of  Canada,  and  which  are  also  the 
first  upon  this  continent,  are  the  Toronto  Grey  and  Bruce 
Railway  and  the  Toronto  and  Nipissing  Railway.  For  some 
years  prior  to  1866,  tliere  had  been  scarcely  any  railway  pro- 
gress  in  Canada,  and  owing  to  the  bad  repute  in  which  Cana- 
dian R-^Uways  were  held  as  an  investment  in  England,  it  seemed 
hopeless  to  wait  until  the  country  was  able,  of  itseli",  to  find  the 
means  to  construct    railways    of  the    ordinary  character  and 

involvii  :?  the  ordinary  cost. 

"Mr.  George  Laidlaw,  of  Toronto,   who   is  the  pioneer  ot 
narrow  gauge  railways  upon  the  Continent  of  America,  seeing 
no  way  of  being  able  to  raise  the  money  necessary  for  an 
ordinary   railway,  advertised  in  the   English  newspapers"  for 
some  account  of  how  a  cheap  railway  could  be   constructed, 
and,  at  that  tiaie,  knowing  nothing  of  narrow  gauge  railways, 
received  answer.,  among   others,    from    Mr.    Carl    I  ihl     the 
government  engineer  of  Norway,  in  which  country  the  three 
feet   six    inch    eiugr    is    the    national    gauge;  and   from   bir 
Charles  Fox  &*Sons,  of  London,  who  had  already  constructed 
a  railway  of  three  feet  six  inch  gauge  in  India,  and  some  two 
hundred    miles     of  similar    gauge   railway    in   Queensland, 
Australia.     With  that  perspicuity  for  which  he  is  distinguished, 
Mr.  Laidlaw  at  once  saw  that  this  class  of  road  was  the  one 
for  which  he  was  seeking,  and  which,  while  it  would  afford  all 
the  accomodation  likely  to  be  needed  for  many  years  to  come, 
could   be    constructed   at  a    minimum    cost,   consistent  with 
efficiency.      He,   therefore,  immediately   opened   communica- 
.;.„.  ,„;fK  ih^  firm  of  Sir  Charles  Fox  &  Sons,  and   without 

have  followed 


going 


into  the  details  of  the  various  steps  whi 


74 


75 
this  movement,  it  may  be  state.l  Ihey  obtained,  after  a  hr.rd 
tTnul  I.e,i.lat«,e^vhere  tbey  ba.l  to  meet  in  ..ppos,t,on 
I  tbe  railway  au.borities  of  tbe  Domuuon,  -^'-''rt"' ^^J  = 
construetion  of  the  Toronto  Grey  and  Bruce  and  oron  o 
and    NipisHing    Raib.vays,   upon   a  sauge   of  three    feet 

'"  The  operations  of  tl,ese  railw.ays  were  so  satisfactory  and 
Jl:,Lns  of  the  eountry  the  same  in  'I;;;'--  ^^^^^^^ 

"'■""^"■"\""^„t:re;ar:^::tt  ;  e'  nstTeln  of  nlilway. 
governments  gi  anted  ciiartcrs  lu. 

tvitli  a  three  feet  six  inch  gauge. 

On  December  3.,  lB74,  the  following  railways  in  the  British 

Possess,„ns  in  North  America  had  narrow  gauge  facU.uc,  .^ 


Toronto,  Grey  and  IJnico 
Toronto  and  Nipissinj^   . . 

New  Brnuswick 

Riviere  dii  Loup. 


Prince 


Edward's  Island, 


liniit, 
195 
88 
100 

91 
1 20 


195 
230 

170 
200 


594  886 

T^     •        ,Q-t  the  Toronto  &  Nipissing,  the  New   Bruns- 

t"''Ttl  e  P  ;     e  WW    d's  Island  Railways  expect  to  build 

::tan::ircom;:r-  'he  remaining  unconstructed  portion  of 

"t  addition  to  the  above  mentioned  railways,  the  following 
of  ;  feet  6  inch  gauge  are  under  eonstruet.on  or  projected  . 

Bangor  &  Calais  Slioi-c. 

Great  Southern  of  New  Brunswick. 

Kingston  &  Pembroke. 

Lontlon,  Huron  &  Bruce. 

Credit  Valley. 

Fenelon  Falls. 

TORONTO,  GREY  AND  BRUCE  RATI  ROAD 

This  Company  was  '-^P^f/,^^  iJCtrg:^- To- 
build  a  narrow  S-;|;™  7;,°  ,;;/f„,t  rl^Svdenham,  on 
■O^  s::,r  Sttetf'  .;;  nules,  and  also  a  branch  from 


■■'.  :\ 


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76 

Orangcville  to  Tceswater,  yz  miles.  Some  months  elapsed 
in  (xlucating  the  various  counties  and  townships  lying  along 
the  route  of  the  railway,  so  that  it  was  not  until  September, 
1869,  that  the  surveys  were  made.  The  following  n)onth  con- 
struction commenced.  During  1871-2  forty-nine  mile.?  were 
put  in  operation  on  the  main  line,  between  Toronto  and 
Orangcville,  and  thirty-eight  miles  on  the  branch.  The  follow- 
ing year  144  miles  were  operated,  and  by  the  end  of  1874  the 
entire  line  of  195   miles  was  in  working  order. 

The  alignment  is  of  particular  interest  at  two  points  on  the 
T.  G.  S:  B.  R.,  being  marked  at  the  crossing  of  the  ITumber 
River  (15  miles  from  Toronto),  and  at  the  ascent  of  the  Cale- 
don  Hills  (35  miles  from  Toronto),  by  a  series  of  sharp  curves, 
combined  with  which  are  heavy  grades,  deep  cuts  and  high 
embankments. 

The  maximum  grade  is  106  feet  to  tltc  mile. 

The  sharpest  curvature  12°  25''  (462  feet  radius). 

The  weight  of  rail  40  pounds  and  56  pounds  to  the  yard. 

The  engines  weigh  from  16  to  42  tons. 

Cost  per  mile,  including  equipment,  ;$  16,541. 

Equipment — 18  locomotives,  12  passenger  cars,  3  post  office 
and  express,  3  smoking  and  baggage,  407  freight  and  other  cars 
of  all  classes. 

Operations  for  fiscal  year  ending  June  30,  1874 — During 
the  first  three  months  of  the  year  the  length  of  line  operated 
was  87  miles  ;  during  the  two  following  months  155^^  miles, 
and  during  the  remaining  seven  months  164 ji  miles.  Ofthis 
latter  length,  however,  9  miles  (from  Mount  Forest  to  Harris- 
ton)  were  in  an  incomplete  state,  and  consequently  very  little 
attempt  was  made  <-o  obtain  traffic  over  this  portion. 

Gross  earnings,  ^347,744.10;  operating  expen.ses,^  199, 191.- 
20  (57-03  per  cent.)  ;  net  earnings,  $148,552.90. 
Gross  earnings  per  mile  for  year  1873-4,     •      .       .         $2,416 
Gro.ss  earnings  per  mile  for  year  1 872-3,        .        .       .       2,047 

Financial  statement  from  June  [869,  when  work  was  com- 
menced to  30th  June,  1874.— Capital  stock  authorized,  ^3,000,- 
000;  paid  in,  $271,372.09;  municipal  bonuses,  $869,170.50; 
government  bonu.ses,  $231,592.00;  funded  debt,  $879,333.70 


17 

of  8  per  cent,  bonds,  ^321,200.22  of  7  per  cent,  bonds. 
Total  receipts  on  capital  account,  ^2,572,668.51.  Per  contra, 
payments  on  account  of  road  and  equipment,  ^2,572,668.51. 
There  is  also  a  floating  debt  of  $469,444.43,  which  is  partly 
offset  by  ;^  166,000  bonds  unsold. 

John  Gordon,  President,  Toronto,  Canada. 

Wni.  Ramsay,  Vice-President,  Toronto,  Canada. 

W  Sutherland  Taylor,  Sec'y.  and    Treas.,  Toronto,  Canada. 

N.  VVeatherston,  Genl.  Supt.,  Toronto,  Canada. 

lulmund  Wragge,  Chief  P^ngineer,  Toronto,  Canada. 


TOR(3NTO  AND  NIPISSING  RAILROAD. 

This  Company  was  incorporated  by  the  Canadian  Legislature 
in  March,  1868,  to  construct  a  railway  of  3  feet  6  inch  gauge 
from  Toronto  to  Lake  Nipissing,  a  distance  of  230  miles. 
Work  was  commenced  in  1869,  and  during  the  two  following 
years  some  40  miles  were  operated.  In  1872  64  miles,  and  in 
1873  88  miles  between  Toronto  and  Coboconk,  the  present 
terminus,  were  opened.  This  was  the  first  narrow  gauge  rail- 
way opened  for  traffic  on  the  continent  of  America. 

The  maximum  grade  is  106  feet  to  the  mile. 

The  sharpest  curvature  9"^  30'  (Ooo  feet  radius). 

The  weight  of  rail  is  40  and  56  pounds  to  the  yard. 

The  weight  of  engines  from  16  to  42  tons. 

Cost  per  mile,  including  equipment,  $15,293. 

P^quipment — 12  locomotives,  7  passenger  cars,  3  baggage 
and  express,  296  freight  cars  of  all  classes,  i  snow  plough. 

Operations  for  year  ending  June  30th,  1874 — Gross  earn- 
ings, $218,207.31  ;  operating  expenses,  $121,273.60  (55.70  per 
cent.)  ;  net  earnings,  $96,933.71. 

Financial  Statement — Capital  stock  authorized,  $3,000,000  ; 
paid  in,  $193,350;  municipal  bonuses,  $375,072.59  ;  govern- 
ment bonuses,  $104,860  ;  funded  debt,  $672,500,  8  per  cent, 
bonds;  floating  debt,  $290,558.39;  total  liabilities,  $1,636, 330.98. 

Win.  Gooderham,  Jr.,  President,  Toronto,  Canada. 

Al;x.  T.  Pulton,  Vice-President,  Poronto,  Canada. 

Joseph  Gray,  Sec'y  and  Treas.,  Toronto,  Canada. 

I'Almund  VVragge,  Chief  luigincer,  Toronto,  Canada. 


78 


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NEW  BRUNSWICK  RAILROAD. 

This  company  was  incorporated  by  the  New  Brunswick 
Government  in  1870,  to  construct  a  railway  of  three  feet  six 
inch  gauge,  from  Gibson,  opposite  Fredericton,  on  the  St. 
John's  River,  to  Edmunston  on  the  upper  St.  John  River,  a 
distance  of  16  [  miles,  with  a  branch  to  Woodstock,  nine  miles. 
The  road  has  since  been  i)rojected  to  Riviere  du  Loup,  a 
station  on  the  Grand  Trunk  Railway,  making  a  total  distance 
of  260  miles. 

Work  was  commenced  in  1873,  and  53  miles  opened  for 
traffic  during  that  year.  On  31st  December,  1874,  100  miles 
were  in  operation  between  Gibson  and  Tobique,  and  it  is 
intended  to  complete  the  road  during  1875.  • 

The  maximum  grade  is  85  feet  to  the  mile. 

The  sharpest  curvature  10°,  (573  feet  radius.) 

The  weight  of  rail  i.^  40  pounds  to  the  yard. 

The  weight  of  engines,  built  on  the  Fairlie  principle,  27 
tons. 

The  cost  per  mile,  including  equipment,  will  probably  not 
exceed  ^13,500. 

Equipment — 4  locomotives,  3  passenger  cars,  i  baggage  and 
express,  40  freight  cars  of  all  classes. 

Operations. — Not  reported. 

Financial  Statement. — Capital  stock  authorized,  $3,ooc',ooo. 
paid  in,  $650,000;  funded  debt,  first  mortgage  6  per  cent, 
bonds,  $1,030,000  ;  floating  debt,  $43,000;  total  liabilities, 
$1,693,000. 

Ale.x.  Gibson,  President,  Frederickton,  N.  B. 


PRINCE  IvDWARD'S  ISLAND  RAILROAD. 

This  road,  of  a  3  feet  6  incii  gauge,  which  was  built  and  is 
operated  by  the  Government,  travcnses  the  whole  length  of  the 
Island,  from  Tiguish,  in  the  North,  to  Georgetown  and  Souris, 
in  the  P^ast,  connecting  also  with  vSummerside  and  Charlotte- 
town,  on  the  South,  a  total  distance  of  main  line  and  branches 
of  200  miles.  Work  was  commenced  in  1873,  and  fifty  miles 
constructed  during  that  year.       In    1874  sevent}^   miles  were 


t- 


79 

built,  and  the  whole  line  will  be  completed  during  the  present 
year. 

The  maximum  grade  is  60  feet  to  the  mile. 

The  sharpest  curvature  9°  30'  (600  feet  radius). 

The  weight  of  rail  is  40  pounds  to  the  yard. 

Cost  per  mile,  including  equipment,  ;^i4,6oo. 

F.  W.  Hindeman,  Charlottetown,  P.  E.  T. 


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BY    PRACTICAL    MEN. 


1  fully  liolicvc  in  this  kiiul  of  roiul  for  short  tvavtil.    President  Worcester  and 

tihreirtibhry  Raihity.  .      .  ,  ^.  ,,  t.      i         n    ,< 

We  are  iiuu;h  <l  'lightod  with  our  ^!lrro\v  Gimge  Iloiiu,  arulboliovc  it  an  entire 

succors.— -/'?'t-,su/tn(  Mi^iiphis  Branch  Ka'iivnii 

Ilavi'  fouiul  no  lllkT.lty  in  workinf^  tlie  road  yet  on  account  of  gauge— J*re.si- 

denl  JScic  Jlrunsirick  liuUtvay, 

Wo  are  abundantly  satisH'  '1  that  "  Narrow  Gauge  "    3  feot)  is  the  only  road 

now  that  wdl  luiy  for  the  bujiding  of  new  railways.— F«ce-iVciJde/U  Toledo  and 

As  regards  our  opinion  of  Harrow  daiige,  we  sini])ly  state  that  they  cost  less 
to  eonstrnct  and  operate,  and  do  as  good  work  as  the  broail  gauge.— jS'ecrWfO'j/ 
Mnnlereij  (did  Salinan  Valley  RmIwo 'I.  ..,.,.  ^  »•  .  .•     . 

I  eonsiiler  that  our  ixperinn^ni  tuUv  demonstrated  that  for  satety,  comfort 
and  trallie,  the  Narrow  Gauge  is  t!ie  true  sy^tenl.  The  theory  grew  in  favor  wiili 
everv  one  connected  Willi  the  Coinininy,  or  who  observed  its  working  and 
econonncal  construction  and  maintenance.— <S'«j(-ie;'(/i<e;it/eAi<  J\o,ih  and  'Sutilh  of 

Geoifjia  Railway.  ,..,..,,,,•.•  ,  , 

1  consider  Narrow  Gauge  Uailways  adapted  to  all  localities  where  grades 
exceed  lOU  feet  per  mile,  anif  the  lonnation  of  the  country  nec(!ssitates  curves  of 
ureater  legree  tlian  ii.—VhleJ  J-JiKjinccr  Colorado  Cenlral  Railway. 

So  tar  as  my  experience  with  Marrow  Gauge  ItaUroads  is  enneerned,  I  would 
say  that  1  can  sec  no  reason  why  our  road  w  il.  not  do  as  much  work  asi.uy  of  the 
standa-d  gaege  local  roads  are  now  doing.  Having  had  several  years  exm'rienco 
upon  5-feei  gauge  roads,  1  will  say  that  lor  any  road  not  having  a  heavy  through 
business  m  connection  with  olherstaiulard  loads.  1  woahl  unhesitatingly  reeoin- 
mend    the    three-feet  gauge. — Vhiv/    Enyiiieer    (Jalunu   and   /Southern    Wisconsin 

Bailivay.  ,.,,.,.  ,        •  ,     , 

The  gauge  is  U  feet  fi  inches,  and  is  all  that  can  be  wished,  as  far  as  the  gauge  is 
concerned.  Our  tralUc  is  now  getting  so  heavy  that  we  are  laying  tlown  uii-ponnd 
rails,  some  of  iion  and  some  of  steel.— C7tuy  Eiiyinver  Toronto  Vrey  and  Jiritea 

Railway.  ^.  ,,  ,  .       ,,  »,  •  .      *•    ,.  i  ■     , 

1  consider  the  Narrow  (iange  tully  eiinal  to  all  the  requirementsi  of  all  kinds 
of  traflie  bi'iiig  cheaper  to  build,  and  eiieaper  and  safer  to  operate  than  the 
Htamhird  gauge.-iVt'.N(("'/U  Mineral  Ramje  liniUmty. 

After  Iliree  years'  trial  we  are  convinced  that  any  railroad  business  may  he 
done  on  a  Narro'w  Gauge  Uoad,  and  can  be  clone  clieai)er  than  on  tlu;  gauge  now 
common  The  construction  of  the  Narrow  Gauge  iload  is  much  cheaper  than  the 
proportion  Ijctween  that  and  the  common  gauge  would  seem  to  imiieate.  Tlie 
hrulges,  with  proportionately  less  material,  are  hiuch  sironger.  Tumicls  reciuire 
little  or  no  si  lengthening.  1' he  repair  oi  road  and  machinery  is  trilling.— i-'/'fii- 
denl  Pilltiburi/ and  ('asUe  iSlumnon  Railway.  ,    ,      ^, 

We  havr  liecai  operating  tins  road  since  the  tall  of  187J,  and  Ihi!  Narrow  Gauge 
has  given  enlire  i-'Mi>t'in:in)i\.—iStiiJcrinlcndeiU  Arkaa.'ia.s  Vcnlral  Railway. 

The  c.\i)ei  lenee  of  thi-;  Comiiany  m  e\eiy  .nsiance  <;onlirn»s  iheir  opinion  of 
the  ellielency  of  the  Narrow  Gauge  system,  and  they  think  it  tully  i)roveu  that  a 
threeleet  gauge  is  c-aiiable  ot  doing  all  the  business  recpiired  ot  any  ordinary 
road.— »S'<ecrt«7  (/  I'ainc.scitle  and  YouiKj.slowa  Railway. 

1  wouUi  state  that  our  road  eaiiies  tlie  Ireight  between  these  two  points  w  ith 
ciiiite  as  mueli  lacilit.\-  as  tlie  lormer  ,j-leet  track,  'the  MipcriuieiKii  in  reports 
that  he  us.s  only  I -^  ot  tlie  amount  of  fuel  that  was  formerly  used.— C'/uty  En(jui,eer 
Vlientar  and  Len'oiV Railway.  ,,.,». 

We  arc;  pcrlect  iv  satisiied,  from  the  workings  ot  our  road,  that  the  Harrow 
Gauge  system  is  the'plan  on  which  all  roads  of  iiie  South  should  have  lieen  con- 
structed. We  consiuer  it  iierfecliy  adetiuate  to  meet  every  cmeigency  in  traflie  ; 
in  hiet,  we  believe  it  superior  in  point  ol  capacity.  AN  e  have  heeii  ojn  rat  iiig  our 
road  sinci!  Xovember.  1871,  and  have  iu;ver  liau  an  accident.  We  consider  the 
Narrow  Gauge  system  to  be  suiierior  in  point  of  security,  economy  and  conveni- 
ence.—jS'i/j^er./aenf/t'/i^  Tufkeijee  Railway. 

We  aie  perlecily  .-alislied  that  the  ihree  feet  gauge  is  all  that  is  refpiired  tor 

the  di'inaiuis  of  coinmeree.     We  have  all  we  can  iloiu  the  way  ol  both  freights  and 

passengers.     The    uresent  1(    iks  fa\iu'al>le,  and    the  cose  being   murli   li;ss  than 

hroad  gauge  we  are  able  to  treigntunder  the  lowaTarilf  Laws  witha  fair  profii.  - 

Vict-I're.sidt'iU  J)e.s  Midnc.sand  MianesoK  Railway. 

That  IhiM  Company  was  able,  noi>viLUslanding  a  panic  which  caused  the  fail- 
ure of  77  railiuadf,  in  l"he  United  .^tat.'s,  to  meet  all  lis  oljligations  laompil^  and 
surxive  llie  gale,  is  a  matter  worthy  t)f  eongiatulatiou.  itisto  ue  at  Lriimied, 
cliiefly.to  the  laca  that  the  route  occupied  l-,  one  w  hicii  possoseil  the  elemeiiLs 
lor  a  good  local  trade,  and  that  each  division  was  alile  to  follow  the  principle  of 
••  i)ay  as  \  on  t;o  :"  also  to  tlie  lad  that  tlie  jXarmw  (Jmiye  jiermitled  an  eeonomy 
in  huildiiig  and  operating  without  which  we  coukIiiol  nave  avoided  the  common 
fate.  With  s'.'  new  a  luje.  !);mI  l  lie  udililiunal  interest  iiiiou  cjipual  iind  cost  of 
operating  recinircd  by  the  standard  gauge  i)een  imiiosed  upon  u»,  wecould  haruiy 
have  escaped.— i'ct'iic<eni  Denver  and  Ru>  Grande  Rnlway. 


